Narrative:

While within 55 NM of my destination airport; I made a decision to stop at the last airport along my route of flight prior to my destination for fuel. This decision was made due to an un-forecast headwind creating a low fuel situation by forcing me to use my now dwindling reserve fuel. Although my multifunction display (mfd) showed 30 minutes reserve fuel remaining at my destination; I was skeptical of this figure; as well as the fuel indicators; since one has been observed 'sticking' in the past. I informed ATC of my decision to land for fuel and began a turning descent to the field. After a brief moment; ATC relayed to me that that airport was NOTAM'ed closed. In disbelief; I attempted to raise someone on the local unicom frequency; which availed me nothing. ATC also relayed that an alternate airport with services available was 40 NM behind me. I was aware of this because that airport was another fuel-stop alternate which I had consciously over flown in favor of this airport's longer runway. I noticed on my primary flight display (pfd) that my distance to destination was at this point 43 NM. I advised ATC that I would proceed to my planned destination and would slowly begin my VFR descent in order to save fuel and increase true air speed (TAS). Approx 23 NM from my destination; ATC queried if I had the notams for my destination airport. I stated that I had. ATC then read to me the notams which stated that the last 450 ft of the runway was closed due to men and equipment working and 100LL was unavailable. ATC then offered an alternate airport with services 19 NM northeast of the field. I told ATC that I would proceed to my destination airport and 'deal with it on the ground'. At this point; I was highly certain of my probability of not making another airport with services nearly 20 NM farther away. At my destination; I over flew the runway and determined that it was not closed and that there were no men and equipment working on the runway itself and that it was safe to land. I landed without incident with what I determined to be approximately 14 gallons of fuel remaining. Contributing factors to this event include the following: 1) I obtained printed weather and notams online with a slightly different format than what I am used to and overlooked the arrival airport notams section and only saw the fdc NOTAMS which stated none were found for my destination airport. 2) my in-flight en-route alternate airport(s) for fuel was not my filed alternate; therefore I had no notams for either fuel-alternate airport. 3) having done little long-range cross country flights in this make/model aircraft; I was unfamiliar with its capabilities and limitations and uncertain of its fuel display accuracies in flight. 4) not obtaining a weather briefing from a live weather briefer prior to flight. This would have alerted me to the fact that my destination airport had no fuel and would have forced me to land prior to my destination for a fuel stop. 5) not calling a flight service station in flight and getting local notams for my considered fuel-stop airports; when I began to question whether I could make my destination based on the un-forecast and encountered headwinds. 6) lack of time available to plan for this flight; as it was last minute (i.e. - Less than 4 hours notice). In summary; this flight had all the links in the chain for a 'fuel starvation' event. I broke the chain with my decision to not attempt to go to an airport 19 NM past my destination just so I could have fuel available. I was willing to deal with the consequences of landing at an airport with no fuel than have to attempt an 'off-airport' landing; which now I am certain would have been made. My reliance on my printed flightplan showing more than enough fuel; with reserves at destination; lulled me into a complacency which could have been disastrous. Because of my perceived lack of time for preparation; I was less than diligent in getting a proper pre-flight briefing; having missed very important NOTAM information which was within my possession; but overlooked. I realize that diligence is the key to being safe and I am determined to regain my diligence and do away with my complacency.

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Original NASA ASRS Text

Title: A Columbia 400 Pilot questioned his aircraft's fuel quantity and after bypassing an acceptable fuel stop discovered the nearby airport was NOTAMed close. He proceeded to his destination and landed there even though there was no fuel and runway was shortened.

Narrative: While within 55 NM of my destination airport; I made a decision to stop at the last airport along my route of flight prior to my destination for fuel. This decision was made due to an un-forecast headwind creating a low fuel situation by forcing me to use my now dwindling reserve fuel. Although my multifunction display (MFD) showed 30 minutes reserve fuel remaining at my destination; I was skeptical of this figure; as well as the fuel indicators; since one has been observed 'sticking' in the past. I informed ATC of my decision to land for fuel and began a turning descent to the field. After a brief moment; ATC relayed to me that that airport was NOTAM'ed closed. In disbelief; I attempted to raise someone on the local UNICOM frequency; which availed me nothing. ATC also relayed that an alternate airport with services available was 40 NM behind me. I was aware of this because that airport was another fuel-stop alternate which I had consciously over flown in favor of this airport's longer runway. I noticed on my Primary Flight Display (PFD) that my distance to destination was at this point 43 NM. I advised ATC that I would proceed to my planned destination and would slowly begin my VFR descent in order to save fuel and increase true air speed (TAS). Approx 23 NM from my destination; ATC queried if I had the NOTAMs for my destination airport. I stated that I had. ATC then read to me the NOTAMs which stated that the last 450 FT of the runway was closed due to men and equipment working and 100LL WAS UNAVAILABLE. ATC then offered an alternate airport with services 19 NM northeast of the field. I told ATC that I would proceed to my destination airport and 'deal with it on the ground'. At this point; I was highly certain of my probability of not making another airport with services nearly 20 NM farther away. At my destination; I over flew the runway and determined that it was not closed and that there were no men and equipment working on the runway itself and that it was safe to land. I landed without incident with what I determined to be approximately 14 gallons of fuel remaining. Contributing factors to this event include the following: 1) I obtained printed weather and NOTAMs online with a slightly different format than what I am used to and overlooked the arrival airport NOTAMs section and only saw the FDC NOTAMS which stated none were found for my destination airport. 2) My in-flight en-route alternate airport(s) for fuel was not my filed alternate; therefore I had no NOTAMs for either fuel-alternate airport. 3) Having done little long-range cross country flights in this make/model aircraft; I was unfamiliar with its capabilities and limitations and uncertain of its fuel display accuracies in flight. 4) Not obtaining a weather briefing from a live weather briefer prior to flight. This would have alerted me to the fact that my destination airport had no fuel and would have forced me to land prior to my destination for a fuel stop. 5) Not calling a Flight Service Station in flight and getting local NOTAMs for my considered fuel-stop airports; when I began to question whether I could make my destination based on the un-forecast and encountered headwinds. 6) Lack of time available to plan for this flight; as it was last minute (i.e. - less than 4 hours notice). In summary; this flight had all the links in the chain for a 'fuel starvation' event. I broke the chain with my decision to not attempt to go to an airport 19 NM past my destination just so I could have fuel available. I was willing to deal with the consequences of landing at an airport with no fuel than have to attempt an 'off-airport' landing; which now I am certain would have been made. My reliance on my printed flightplan showing more than enough fuel; with reserves at destination; lulled me into a complacency which could have been disastrous. Because of my perceived lack of time for preparation; I was less than diligent in getting a proper pre-flight briefing; having missed very important NOTAM information which was within my possession; but overlooked. I realize that diligence is the key to being safe and I am determined to regain my diligence and do away with my complacency.

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.