On August 1, 2015, about 1319 eastern daylight time, a Commander Aircraft Company 114-B, N6566D, was force landed following a reported loss of engine power during cruise flight near Reading, Pennsylvania. The airline transport-rated pilot and a private pilot-rated passenger were not injured, and the airplane was substantially damaged. The airplane was registered to Precision Machine Tool Solutions LLC and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and no flight plan was filed. The local flight originated at Reading Regional Airport (RDG), Reading, Pennsylvania about 1250. The airline transport-rated pilot, who reported that he was the pilot-in-command, seated in the right, cockpit seat, reported the following. About 30 minutes into the flight, at 3,000 feet above mean sea level, while returning to RDG, the engine "seemed to lose power for a second." About 1 second later, the engine "shut off completely." He assumed the controls and immediately began to accomplish the engine failure procedures. He turned on the electric boost pump and moved the fuel tank selector to all positions; the engine would not restart. He returned the selector to the "both tanks" position and set the nose pitch for best glide speed. He called RDG approach control and advised them of the situation. Unable to glide to the airport, he set up for an off-field landing. During the forced landing, undulating terrain was encountered, and the right wing struck a tree. The airplane came to a stop in a vegetable garden and both occupants exited the cockpit. An inspector with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. The fuselage, empennage, and left wing exhibited structural damage from impact forces. The right wing was sheared off at the root. Both wing tanks contained fuel, and there was evidence of fuel leakage at the accident site. The wreckage was recovered and moved to a recovery facility for further examination. On September 16, 2015, the engine was examined by an investigator from the NTSB and an inspector from the FAA. The wings had been removed from the airplane for transport to the recovery facility. The remaining fuselage was secured to a flatbed trailer for an engine test-run. Fuel was supplied via a 5-gallon container to the right wing side of the fuel selector. During the first attempt, the engine did not start. Subsequent examination of the engine revealed a loose fitting that connected the fuel supply line to the fuel manifold, with fuel leaking from the fitting when the auxiliary fuel pump was activated. The fitting was tightened and the engine then started on the first attempt without hesitation and ran continuously at idle power. Due to three bent propeller blades and vibration, a higher power setting was not attempted. A review of the maintenance records for the airframe and engine revealed no evidence of recent maintenance on the fuel system. The most recent inspection was an annual inspection, completed on January 1, 2015. During that inspection, a pressure test of the fuel system was recorded. At the time of the accident, the engine had accrued 56 hours of operating time since the annual inspection of January 1.