Narrative:

Our flight originated from south of hartford, ct to dallas, tx. We stopped once along the way, when the engine started to sputter a few times. One gas tank was more than 3/4 the way empty and the other was barely off the full peg. The last few mins on the way into the airport, everything seemed to be running well. We refueled and decided to continue on. Our next leg was from washington, co to lexington, ky. This leg was changed for an initial try to go to danville, il. The WX would not permit us to make it to il. After an extensive WX check, we changed our destination to lexington, ky. I carefully flight planned and mapped our destination, checking for fuel reserve and winds. I then decided that we would have no problem making the trip. The flight went as planned. Checked the aircraft performance with distance traveled and flying straight down the arwys. Smooth flight with the gas consumption going as planned. Looking at an airport off our right wing, I made the decision we had enough gas to make it to our next destination with the reserve intact. Around 69 mi out we contacted the tower and checked position. Checking again at that point, fuel-wise and winds, I continued on. Somewhere between that point and making it to lexington it seemed to be taking a little bit longer between chkpoints. Somewhere in the middle of that point, I also realized a change of pitch in the engine. About the same time realizing it might break into our reserve time, I looked at position and made the decision that our forward point was closer than returning, so the decision was I must go forward. About 10 mi out we received the first sputter of the engine with the gas gauges around empty but still bouncing. We contacted the tower for closest airport and was reconfirmed bluegrass was the airport. 5 mi out the second sputter with the engine dying. After changing pitch of the aircraft and restarting the engine, the engine ran us to 1 mi of the runway. Quitting again, I knew all I could do was try to make it and take care of every situation that arose at the time it arose. Callback conversation with reporter revealed the following: reporter states NTSB is investigating. Possibility of fuel exhaustion, but difficult to tell as fuel was draining after the forced landing. Aircraft went over on nose. No injuries. The airport safety board moved the aircraft very early next morning west/O approval from owner or NTSB. Should have been 4 hours of fuel and flight was 3:35. Aircraft new to owner and reporter--just bringing it home.

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Original NASA ASRS Text

Title: SMA LANDS SHORT ONE AND ONE HALF MILES FROM END OF RWY WHEN ENGINE QUITS.

Narrative: OUR FLT ORIGINATED FROM S OF HARTFORD, CT TO DALLAS, TX. WE STOPPED ONCE ALONG THE WAY, WHEN THE ENG STARTED TO SPUTTER A FEW TIMES. ONE GAS TANK WAS MORE THAN 3/4 THE WAY EMPTY AND THE OTHER WAS BARELY OFF THE FULL PEG. THE LAST FEW MINS ON THE WAY INTO THE ARPT, EVERYTHING SEEMED TO BE RUNNING WELL. WE REFUELED AND DECIDED TO CONTINUE ON. OUR NEXT LEG WAS FROM WASHINGTON, CO TO LEXINGTON, KY. THIS LEG WAS CHANGED FOR AN INITIAL TRY TO GO TO DANVILLE, IL. THE WX WOULD NOT PERMIT US TO MAKE IT TO IL. AFTER AN EXTENSIVE WX CHK, WE CHANGED OUR DEST TO LEXINGTON, KY. I CAREFULLY FLT PLANNED AND MAPPED OUR DEST, CHKING FOR FUEL RESERVE AND WINDS. I THEN DECIDED THAT WE WOULD HAVE NO PROB MAKING THE TRIP. THE FLT WENT AS PLANNED. CHKED THE ACFT PERFORMANCE WITH DISTANCE TRAVELED AND FLYING STRAIGHT DOWN THE ARWYS. SMOOTH FLT WITH THE GAS CONSUMPTION GOING AS PLANNED. LOOKING AT AN ARPT OFF OUR RIGHT WING, I MADE THE DECISION WE HAD ENOUGH GAS TO MAKE IT TO OUR NEXT DEST WITH THE RESERVE INTACT. AROUND 69 MI OUT WE CONTACTED THE TWR AND CHKED POS. CHKING AGAIN AT THAT POINT, FUEL-WISE AND WINDS, I CONTINUED ON. SOMEWHERE BTWN THAT POINT AND MAKING IT TO LEXINGTON IT SEEMED TO BE TAKING A LITTLE BIT LONGER BTWN CHKPOINTS. SOMEWHERE IN THE MIDDLE OF THAT POINT, I ALSO REALIZED A CHANGE OF PITCH IN THE ENG. ABOUT THE SAME TIME REALIZING IT MIGHT BREAK INTO OUR RESERVE TIME, I LOOKED AT POS AND MADE THE DECISION THAT OUR FORWARD POINT WAS CLOSER THAN RETURNING, SO THE DECISION WAS I MUST GO FORWARD. ABOUT 10 MI OUT WE RECEIVED THE FIRST SPUTTER OF THE ENG WITH THE GAS GAUGES AROUND EMPTY BUT STILL BOUNCING. WE CONTACTED THE TWR FOR CLOSEST ARPT AND WAS RECONFIRMED BLUEGRASS WAS THE ARPT. 5 MI OUT THE SECOND SPUTTER WITH THE ENG DYING. AFTER CHANGING PITCH OF THE ACFT AND RESTARTING THE ENG, THE ENG RAN US TO 1 MI OF THE RWY. QUITTING AGAIN, I KNEW ALL I COULD DO WAS TRY TO MAKE IT AND TAKE CARE OF EVERY SITUATION THAT AROSE AT THE TIME IT AROSE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: RPTR STATES NTSB IS INVESTIGATING. POSSIBILITY OF FUEL EXHAUSTION, BUT DIFFICULT TO TELL AS FUEL WAS DRAINING AFTER THE FORCED LNDG. ACFT WENT OVER ON NOSE. NO INJURIES. THE ARPT SAFETY BOARD MOVED THE ACFT VERY EARLY NEXT MORNING W/O APPROVAL FROM OWNER OR NTSB. SHOULD HAVE BEEN 4 HRS OF FUEL AND FLT WAS 3:35. ACFT NEW TO OWNER AND RPTR--JUST BRINGING IT HOME.

Data retrieved from NASA's ASRS site as of July 2007 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.