HISTORY OF FLIGHT On May 31, 2021, about 0720 Pacific daylight time, a Piper PA-22-150, N7159B, was substantially damaged when it was involved in an accident near Cashmere, Washington. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that he purchased the airplane about 1 month before the accident. He had purchased the airplane from a personal estate, and it had not undergone recent maintenance before the purchase. He performed a pre-buy inspection and hired a mechanic to complete an annual inspection. Following the maintenance, the pilot checked the fuel and verified the throttle rigging. He added about 5 gallons of fuel to the right fuel tank, which brought the quantity to more than half full. He then positioned the fuel selector to the right wing tank, where it remained the entire flight. The pilot stated that, after a normal engine start, he completed various taxi checks including a high-speed taxi with full engine power. The pilot then began a takeoff and applied full takeoff power (about 75% throttle). After reaching about 75 mph, the pilot rotated the airplane and it began to climb. After reaching about 250 to 300 ft above ground level, the engine power smoothly reduced to idle and in response, the pilot lowered the nose; the pilot verified that the throttle control in the cockpit remained at the takeoff power setting. The engine power temporarily increased back to full power for several seconds before the engine lost total power. The pilot maneuvered the airplane away from the town ahead and performed a forced landing to a marshy area, where the airplane came to rest inverted. The pilot added that he attempted to troubleshoot the engine failure by verifying that the fuel selector was on the right tank and that both magnetos were selected. A Federal Aviation Administration (FAA) inspector stated that the pilot relayed to him that there was no fuel in the left tank. The mechanic who assisted in the recovery of the airplane following the accident told the inspector that, during the retrieval, the airplane was pulled straight up by the tail tie-down and gently set it on its wheels without any further damage. There was no evidence of breached wing tanks, blue stain leakage from the nose cowl, wing fuel caps, belly, or fuselage. AIRPLANE INFORMATION The airplane was equipped with one 18-gallon fuel tank located at each wing root. Each fuel tank had two lines, forward and aft, adjacent to the fuselage which can feed the fuel system. The FAA inspector stated that the mechanic indicated that, if a steep departure climb is performed by a pilot, and the airplane is only partially fueled, unporting of the fuel lines in the wing tanks is possible. Subsequent fuel starvation to the engine would be imminent. The Piper PA-22 Type Certificate Data Sheet (TCDS) "NOTE 2" states in part, "The following placards must be displayed…On right fuel quantity gauge…'No take-off on right tank with less than 1/3 tank.'" The airplane had undergone numerous fuel system modifications, including replumbing the right fuel tank. The change made the right tank similar to the left tank; therefore, it was not susceptible to the starvation event that was cautioned in the TCDS. An FAA inspector examined the fuel system and engine with a mechanic who was familiar with the airplane. They verified continuity from the mixture and throttle to the carburetor. He stated that, when they disconnected the main fuel line from the inlet of the carburetor, no fuel came out. Because the fuel selector valve was in the “OFF” position as part of the recovery process, they turned the selector to the “RIGHT” and “LEFT” positions, and still no liquid came out. A visual inspection of both wing tanks revealed that they both appeared empty. When manipulating the right wing, they were able to drain about one-half cup of fuel from the right wing’s sump. The examination was limited in scope because the engine was unavailable for a complete examination. Removal of the right fuel cap revealed that the rubber seal was intact and the two vent holes were clear. The fuel cap filler area had a cork gasket that was not secured, and it could not be determined if it was able to properly seal.