Narrative:

After I checked on the weather and measured the total distance of my trip I calculated it would take me approximately one hour and 50 minutes with 75-80 mph ground speed to fly the 124 mile route. When I performed the preflight inspection on the airplane I checked the fuel level by sticking my finger into the tank and I could feel fuel at the tip. Going off of that and the gauges I estimated I had roughly 16 gallons left. I checked my flight plan and I had a estimated burn of 12 gallons for the leg; which would leave me a little over a 30 minute reserve.once I departed I checked my time over my first way-point on the map. I calculated that I had a ground speed of 84 mph and continued to the next way-point on the sectional. Somewhat later I encountered an extreme head wind that was right on my nose. When I checked over the next way-point I came up with a 58 mph ground speed. At that time I looked at the fuel gauges and continued flying on the heading while thinking about finding an alternate airport; due to the extreme winds. After looking on the sectional I realized that I had already passed the last airport prior to my destination.when I got about 8 miles away from my destination the engine started to run rough. I quickly glanced at my oil pressure and temperature along with fuel quantity and pulled the carburetor heat. After 20 seconds of running rough the engine died and I immediately set the plane up for best glide speed and starting to look for a suitable landing site. I was over some pretty rough terrain and only had a couple options; the one I chose was a rural gravel road that was on a north and south heading. I then concentrated on flying the airplane while going through everything in preparation of a crash landing. Once I set up on final I shut the fuel and master switch off and I opened my door.after I landed I pushed the aircraft off the road into a yard and went and got help. I pulled the engine through to check and see if it had good compression and it did. Then I sumped the tanks and got fuel out of them and also had fuel in the strainer. I attempted to start it; and it started right off. At that time I called some friends and told them to bring out some fuel.shortly after we put fuel in it local law enforcement arrived and I provided a written report. After both the troopers and I talked with FSDO to make sure the airplane could take back off from the gravel road we made arrangements to find a pilot to do it. I did not even think about trying it. A qualified pilot from my destination airport came out and did a preflight and a run up and then departed for the airport.in summary I believe the cause of engine failure was due to fuel exhaustion due to unexpected strong headwinds and turbulence. To prevent it I should have topped the aircraft off before departing; and I should have landed and fueled up.

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Original NASA ASRS Text

Title: Following a perfunctory fuel check prior to his short cross country; a C150 Private Pilot suffered engine failure due to fuel starvation a few miles short of his destination and landed on a gravel road. Unexpected headwinds contributed to the shortfall.

Narrative: After I checked on the weather and measured the total distance of my trip I calculated it would take me approximately one hour and 50 minutes with 75-80 MPH ground speed to fly the 124 mile route. When I performed the preflight inspection on the airplane I checked the fuel level by sticking my finger into the tank and I could feel fuel at the tip. Going off of that and the gauges I estimated I had roughly 16 gallons left. I checked my flight plan and I had a estimated burn of 12 gallons for the leg; which would leave me a little over a 30 minute reserve.Once I departed I checked my time over my first way-point on the map. I calculated that I had a ground speed of 84 MPH and continued to the next way-point on the sectional. Somewhat later I encountered an extreme head wind that was right on my nose. When I checked over the next way-point I came up with a 58 MPH ground speed. At that time I looked at the fuel gauges and continued flying on the heading while thinking about finding an alternate airport; due to the extreme winds. After looking on the sectional I realized that I had already passed the last airport prior to my destination.When I got about 8 miles away from my destination the engine started to run rough. I quickly glanced at my oil pressure and temperature along with fuel quantity and pulled the carburetor heat. After 20 seconds of running rough the engine died and I immediately set the plane up for best glide speed and starting to look for a suitable landing site. I was over some pretty rough terrain and only had a couple options; the one I chose was a rural gravel road that was on a north and south heading. I then concentrated on flying the airplane while going through everything in preparation of a crash landing. Once I set up on final I shut the fuel and master switch off and I opened my door.After I landed I pushed the aircraft off the road into a yard and went and got help. I pulled the engine through to check and see if it had good compression and it did. Then I sumped the tanks and got fuel out of them and also had fuel in the strainer. I attempted to start it; and it started right off. At that time I called some friends and told them to bring out some fuel.Shortly after we put fuel in it local law enforcement arrived and I provided a written report. After both the troopers and I talked with FSDO to make sure the airplane could take back off from the gravel road we made arrangements to find a pilot to do it. I did not even think about trying it. A qualified pilot from my destination airport came out and did a preflight and a run up and then departed for the airport.In summary I believe the cause of engine failure was due to fuel exhaustion due to unexpected strong headwinds and turbulence. To prevent it I should have topped the aircraft off before departing; and I should have landed and fueled up.

Data retrieved from NASA's ASRS site as of April 2012 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.