On June 11, 2016, about 0915 central daylight time, a Bellanca 17-30 airplane, N7346V, made a forced landing after a loss of engine power in flight near Westport, Oklahoma. The private rated pilot sustained minor injuries and the airplane sustained substantial damage. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight departed from Westport Airport (4F1), Westport, Oklahoma, about 0910 and was en route to William R Pogue Municipal Airport (OWP), Sand Springs, Oklahoma. The pilot reported that he intended to top off the fuel tanks at OWP, about 10 miles east of 4F1, and then proceed to another airport. After departure he made a turn to east then northeast over Keystone Lake. He had just adjusted the engine control for cruise flight when he noticed a loss of engine power. He initiated emergency procedures by switching from the right main fuel tank to left main fuel tank and then turned on the fuel boost pump. The pilot reported that at this point the engine "sounded like it was trying to make power but, wasn't enough to maintain altitude". During the forced landing the airplane contacted trees and then impacted an open field. The airplane came to rest upright and sustained damage to the engine mounts, both wings, the fuselage, and the empennage. Immediately after the accident the pilot reported to a Federal Aviation Administration (FAA) inspector that the fuel in the tanks on the day of the accident was remaining from a previous cross country flight in March of 2016 and the accident flight was the first flight since then. He sumped all four fuel tanks prior to departure and no contamination was found. He used a homemade, calibrated fuel measuring stick to measure three of fuel tanks. There were 4 gallons in the right outboard tank, 19 gallons in the right main tank, 12 gallons in the left outboard tank, and the left main tank half full, but was not measured using the stick. He departed 4F1 with the fuel selector on the right inboard tank. Another FAA inspector and an airplane mechanic conducted a postaccident examination of the airplane, which revealed the right main tank was about ¾ full, the right outboard auxiliary tank, left main tank, and left outboard auxiliary tank were almost empty. An examination of the engine revealed that the crankshaft rotated smoothly when the propeller was turned by hand and compression was noted in each cylinder. The engine oil sump was dented, but not breached and contained clean oil on the dip stick. No issues were noted with magneto timing, spark plugs, or engine driven fuel pump. No fuel was present in the line from the fuel manifold to the metering unit or to the engine driven fuel pump. The main fuel line to the fuel pump was pulled from firewall during the accident. The main fuel strainer was empty. The drain valve was found open and exhibited impact signatures. The fuel selector was found on the left main fuel tank. In order to test the fuel system the drain valve was closed, the fuel selector switched to the right main tank, and the boost pump was successfully tested on both high and low settings. After priming the fuel flowed freely from the main fuel line. Other than the absence of fuel, no anomalies were noted with the engine that would have precluded normal operation.