On June 20, 2022, about 1315 eastern daylight time, a Piper PA-28-180 airplane, N9676J, was substantially damaged when it was involved in an accident near Laurinburg, North Carolina. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he arrived at Raleigh Executive Jetport (TTA), Sanford, North Carolina, following a long cross-country flight. He believed that, upon landing, the airplane contained about 10 total gallons of fuel (5 gallons each in the left and right tanks), which was consistent with his observation of the fuel gauges. He departed TTA shortly after 1300 for Lumberton Regional Airport (LBT), Lumberton, North Carolina, with an intermediate fuel stop planned at Laurinburg/Maxton Airport (MEB), Maxton, North Carolina. The fuel was out of service at LBT, which necessitated the fuel stop at MEB. The pilot reported that, shortly after takeoff from TTA, the fuel gauges settled below 5 gallons per tank, and about 15 to 20 miles north of MEB, the engine began to sputter. He switched tanks from the right tank to the left, and power returned to normal momentarily. At this point, he began navigating directly to runway 23 at MEB and announced over the common traffic advisory frequency that he would be performing a straight-in approach for landing. About 3 miles from the runway, the engine sputtered again, and the pilot switched the fuel selector back to the right tank. Subsequently, the engine lost all power, but the propeller continued to windmill. The loss of power occurred at 2,700 ft mean sea level (about 2,400 ft above ground level) and the pilot assessed that he could not make the runway at MEB. He subsequently maneuvered to a small service road and made an off-airport landing. During the landing roll, the left wing impacted a metal object, which caused the airplane to veer into a chain link fence adjacent to the road. The left wing sustained substantial damage. A Federal Aviation Administration inspector examined the airplane and engine several days after the accident. The right tank contained less than 1 cup of fuel. No areas of possible fuel leakage were observed. Less than 1/2 gallon of fuel was discovered in the left tank; however, a fuel leak was observed at the left wing root. The fuel drained was free of debris. During a postaccident test run, the engine started and produced normal power during a runup after about 4 gallons of fuel was added to the right tank. The right fuel gauge displayed an accurate measurement with this added fuel. The pilot reported after the accident that he believed the loss of power was due to a “loss of fuel.” He further added that he should have added fuel at TTA and that he was “over trustful” of the fuel gauges.