Narrative:

My flight departed on an IFR flight plan round robin flight with a calculated time en route of 5 hours. Flight was conducted in a PA28-140. Total fuel on board was 47 gallons calculated to be 5.75 hours. VFR conditions included good visibility of 10 SM and ceilings above 12;000 ft. I obtained several weather briefings including approximately 1 hour before departure. Winds aloft were forecast to be quartering tail and headwind respectively for the flight and a marginal factor. 1st leg of the flight was without remark: took approximately 2.25 hours approximately l hour cruise at 6;000 ft and approximately 1 hour cruise at 8;000 ft. During cruise I leaned the mixture and reduced power to 2450 RPM. I also switched the fuel tanks every 30 minutes; each time turning on the fuel pump for approximately 30 seconds during the switch. KIAS was 100-105 for the majority of the cruise with ground speed showing 110-115 on the VFR GPS. I did two turns in the published hold for the ILS 31 approach into the first leg's destination airport and then performed a touch and go on runway 31. 2nd leg of the flight: I flew the published miss; returning to center I was cleared to 5;000 ft; then 7;000 ft and then 9;000 ft for cruise during the second leg of the flight. Once again I leaned the mixture; set power at 2450 RPM and changed the tanks every 30 minutes; each time turning on the fuel pump for approximately 30 seconds. Once again; approximately 100 KIAS for cruise with ground speed closer to approximately 107-110 off the GPS. I cruised at 9;000 ft until center had me descend to 5;000 ft to avoid an enroute MOA. I remained at 5;000 ft for approximately 1 hour. Upon clearing the MOA I was cleared back to 9;000 ft. Chain of events: total time in since starting the engine at this point was approximately 4.3 hours; the VFR GPS showed another 130 NM to my second leg's airport and an estimated time en route of over an hour. I called center and requested an amendment to my flight plan to land at an enroute airport which was only approximately 50 NM and approximately 30 minutes away to refuel. Request was approved and I continued my climb. Upon reaching 8;900 ft the engine sputtered and RPM dropped. I engaged the fuel pump and switched tanks which relived the issue. Fuel gauges showed approximately 2 and 6 gallons respectively at this time. I was a little shaken by this. I called center to request the name of the airport which I could see abeam of my right wing. I wasn't clear on the response; partly because at the same time I became slightly frantic with my charts flipping from sectional; to a low altitude enroute chart; to AFD; while quickly trying to decide where I was; if it was a private field; had gas; and if I had enough fuel to reach my divert airport. Total time since starting the engine was approximately 4.5 hours. I opted for requesting priority handling into the divert airport and notified the controller of the sputtering engine and low fuel condition instead of diverting and decided to try and reach the divert airport based on total time flying and fuel gauges indicating 8 gallons. At approximately 25 NM on the 320 radial my engine again began to sputter due to fuel exhaustion on the tank I had switched to- merely 10 minutes previously. I engaged the fuel pump; enriched the mixture; and switched the fuel tanks all to no avail. Descending through 7;000 ft I informed the controller I had exhausted my fuel and I was declaring an emergency. I am not sure if this transmission was received because I heard him say he was declaring an emergency for me. I pitched for 75 KIAS; put in one notch of flaps; re-trimmed and tightened my seat belt. Descending through 5;000 ft all attempts to restart the engine had failed so I began looking for suitable places to land. I decided on a two lane road at my 10 o'clock. I scanned for power lines and automobiles as I descended toward the road. Seeing none at 3;000 ft and now positioned straight in on the road I nosed over and increased my airspeed to 90 KIAS. My thought was I could use my airspeed to gain enough altitude to clear oncoming traffic or a power line (if encountered). There were none; the two cars at approximately l SM pulled over to the shoulder to allow me to land. I put in the second notch of flaps to bleed off my airspeed approximately 10 ft above the road; however was hesitant to use full flaps. I touched down approximately 18 NM from my divert airport and my position was relayed by an overhead aircraft to center. Total hobbs time was only 4.7 hours at the time of the off airport landing. I pulled the aircraft off the road at a traffic intersection with the help of some bystanders. I then called center to inform them both them both the airplane and myself had landed safely. 20 gallons of 100LL was brought in and police/fire closed the road for approximately 2 miles allowing me to take off. I then flew directly to the divert airport to refuel. Afterwards I returned to my original departure airport VFR checking in with approach approximately 40 NM out. Mistakes: my flight plan was too optimistic in its fuel calculations. I could have refueled multiple times along this cross country flight. I should have diverted immediately once the engine sputtered the first time. I also poorly managed my fuel since I ran out; however I failed to believe that 47 gallons had only lasted for 4.7 hours. I calculated 10 gph burn in arrival/departure phases. 8.5 gph in cruise below 5;000 ft and closer to 7.5 gph above 8;000 ft where I spent over 3 hours of this flight. I was well rested; without medication and ate breakfast; but was too indecisive at the first signs of problems.

Related reports:

Google
 

Original NASA ASRS Text

Title: A PA28 pilot departed with fuel on board calculated to last for a 5.75 hour flight but made a safe off airport landing on a highway after 4.7 hours because of fuel exhaustion.

Narrative: My flight departed on an IFR flight plan round robin flight with a calculated time en route of 5 hours. Flight was conducted in a PA28-140. Total fuel on board was 47 gallons calculated to be 5.75 hours. VFR conditions included good visibility of 10 SM and ceilings above 12;000 FT. I obtained several weather briefings including approximately 1 hour before departure. Winds aloft were forecast to be quartering tail and headwind respectively for the flight and a marginal factor. 1st leg of the flight was without remark: took approximately 2.25 hours approximately l hour cruise at 6;000 FT and approximately 1 hour cruise at 8;000 FT. During cruise I leaned the mixture and reduced power to 2450 RPM. I also switched the fuel tanks every 30 minutes; each time turning on the fuel pump for approximately 30 seconds during the switch. KIAS was 100-105 for the majority of the cruise with ground speed showing 110-115 on the VFR GPS. I did two turns in the published hold for the ILS 31 approach into the first leg's destination airport and then performed a touch and go on Runway 31. 2nd leg of the flight: I flew the published miss; returning to Center I was cleared to 5;000 FT; then 7;000 FT and then 9;000 FT for cruise during the second leg of the flight. Once again I leaned the mixture; set power at 2450 RPM and changed the tanks every 30 minutes; each time turning on the fuel pump for approximately 30 seconds. Once again; approximately 100 KIAS for cruise with ground speed closer to approximately 107-110 off the GPS. I cruised at 9;000 FT until Center had me descend to 5;000 FT to avoid an enroute MOA. I remained at 5;000 FT for approximately 1 hour. Upon clearing the MOA I was cleared back to 9;000 FT. Chain of events: Total time in since starting the engine at this point was approximately 4.3 hours; the VFR GPS showed another 130 NM to my second leg's airport and an estimated time en route of over an hour. I called Center and requested an amendment to my flight plan to land at an enroute airport which was only approximately 50 NM and approximately 30 minutes away to refuel. Request was approved and I continued my climb. Upon reaching 8;900 FT the engine sputtered and RPM dropped. I engaged the fuel pump and switched tanks which relived the issue. Fuel gauges showed approximately 2 and 6 gallons respectively at this time. I was a little shaken by this. I called Center to request the name of the airport which I could see abeam of my right wing. I wasn't clear on the response; partly because at the same time I became slightly frantic with my charts flipping from sectional; to a low altitude enroute chart; to AFD; while quickly trying to decide where I was; if it was a private field; had gas; and if I had enough fuel to reach my divert airport. Total time since starting the engine was approximately 4.5 hours. I opted for requesting priority handling into the divert airport and notified the Controller of the sputtering engine and low fuel condition instead of diverting and decided to try and reach the divert airport based on total time flying and fuel gauges indicating 8 gallons. At approximately 25 NM on the 320 radial my engine again began to sputter due to fuel exhaustion on the tank I had switched to- merely 10 minutes previously. I engaged the fuel pump; enriched the mixture; and switched the fuel tanks all to no avail. Descending through 7;000 FT I informed the Controller I had exhausted my fuel and I was declaring an emergency. I am not sure if this transmission was received because I heard him say he was declaring an emergency for me. I pitched for 75 KIAS; put in one notch of flaps; re-trimmed and tightened my seat belt. Descending through 5;000 FT all attempts to restart the engine had failed so I began looking for suitable places to land. I decided on a two lane road at my 10 o'clock. I scanned for power lines and automobiles as I descended toward the road. Seeing none at 3;000 FT and now positioned straight in on the road I nosed over and increased my airspeed to 90 KIAS. My thought was I could use my airspeed to gain enough altitude to clear oncoming traffic or a power line (if encountered). There were none; the two cars at approximately l SM pulled over to the shoulder to allow me to land. I put in the second notch of flaps to bleed off my airspeed approximately 10 FT above the road; however was hesitant to use full flaps. I touched down approximately 18 NM from my divert airport and my position was relayed by an overhead aircraft to Center. Total Hobbs time was only 4.7 hours at the time of the off airport landing. I pulled the aircraft off the road at a traffic intersection with the help of some bystanders. I then called Center to inform them both them both the airplane and myself had landed safely. 20 gallons of 100LL was brought in and police/fire closed the road for approximately 2 miles allowing me to take off. I then flew directly to the divert airport to refuel. Afterwards I returned to my original departure airport VFR checking in with Approach approximately 40 NM out. Mistakes: My flight plan was too optimistic in its fuel calculations. I could have refueled multiple times along this cross country flight. I should have diverted IMMEDIATELY once the engine sputtered the first time. I also poorly managed my fuel since I ran out; however I failed to believe that 47 gallons had only lasted for 4.7 hours. I calculated 10 GPH burn in arrival/departure phases. 8.5 GPH in cruise below 5;000 FT and closer to 7.5 GPH above 8;000 FT where I spent over 3 hours of this flight. I was well rested; without medication and ate breakfast; but was too indecisive at the first signs of problems.

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.