Narrative:

Details of this occurrence were reported to the FAA which is considering this an incident. Two flights were planned on 1 june (day 1) as part of an aircraft delivery from ZZZ1 to ZZZ2. The first leg was planned from ZZZ1 to ZZZ as a fuel stop prior to the last leg for the day to ZZZ3. The legs had been planned with the use of wsi weather brief; jepp pro; wingx; and weather meister apps and the plan was reviewed by 4 people. (The two prior owners; the new owner and myself.) the flights were planned with an assumed fuel usage rate of 4 gallons per hour for the A65 continental engine with an 80 mph cruise and 12 gallon fuel capacity. The first leg would take 2 hours leaving assumed 4 gallons reserve. Before the 2 hour mark the engine stopped due to fuel starvation necessitating an off field landing in a hayfield. Due to terrain; the right main gear strut was bent on landing but otherwise the aircraft rolled out in tact with no other damage. At time of failure the fuel indicator and preflight planning indicated ample fuel for the remainder of the leg.upon later inspection from the owners mechanic; a corroded fuel indicator wire was confirmed giving an inaccurate fuel indication.(the J3 had been sitting prior to its annual and had a corroded fuel indicator float wire that was not corrected at the annual or detected on the preflight. The J3 manual directs that wire be polished with crocus cloth for ease of operation and accurate measurement.) mechanic also speculated that the rochester carburetor float could have stuck causing an increased fuel burn rate higher than planned. Safety recommendation:ferry flights/aircraft deliveries:the first leg could have been planned with a short range fuel stop (1 hour or less) to verify fuel use rate; check for fluid leaks and aircraft overall condition. This practice should be encouraged on all flights coming out of annuals; for deliveries and ferry flights.

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Original NASA ASRS Text

Title: Piper J-3 Cub pilot reported off airport landing due to engine failure.

Narrative: Details of this occurrence were reported to the FAA which is considering this an incident. Two flights were planned on 1 June (day 1) as part of an aircraft delivery from ZZZ1 to ZZZ2. The first leg was planned from ZZZ1 to ZZZ as a fuel stop prior to the last leg for the day to ZZZ3. The legs had been planned with the use of WSI Weather Brief; Jepp Pro; WingX; and Weather Meister apps and the plan was reviewed by 4 people. (The two prior owners; the new owner and myself.) The flights were planned with an assumed fuel usage rate of 4 gallons per hour for the A65 Continental engine with an 80 mph cruise and 12 gallon fuel capacity. The first leg would take 2 hours leaving assumed 4 gallons reserve. Before the 2 hour mark the engine stopped due to fuel starvation necessitating an off field landing in a hayfield. Due to terrain; the right main gear strut was bent on landing but otherwise the aircraft rolled out in tact with no other damage. At time of failure the fuel indicator and preflight planning indicated ample fuel for the remainder of the leg.Upon later inspection from the owners mechanic; a corroded fuel indicator wire was confirmed giving an inaccurate fuel indication.(The J3 had been sitting prior to its annual and had a corroded fuel indicator float wire that was not corrected at the annual or detected on the preflight. The J3 manual directs that wire be polished with crocus cloth for ease of operation and accurate measurement.) Mechanic also speculated that the Rochester carburetor float could have stuck causing an increased fuel burn rate higher than planned. Safety recommendation:Ferry Flights/Aircraft Deliveries:The first leg could have been planned with a short range fuel stop (1 hour or less) to verify fuel use rate; check for fluid leaks and aircraft overall condition. This practice should be encouraged on all flights coming out of annuals; for deliveries and ferry flights.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.