Narrative:

When the engine failed, I was at FL190 in cruise flight preparing for my descent into ZZZ1. Initial indications were a loss of torque, followed by yaw and a loss of all right engine gauges. There were no annunciators indicating anything major. Not a fuel pressure light or anything. I shut down the right engine. I had my copilot pull out the emergency checklist and we did a complete shutdown. Because I never saw any major problem, we went through the engine starter assisted restart. With no success, I went through the shutdown process again. At this point we had about 400 pounds a side indicated on each fuel gauge. We declared an emergency because we were part 135 with 3 passenger. We told them that everything was under control and there was no need for emergency vehicles standing by. We were given direct to ZZZ1 which our GPS told us was the nearest suitable airport. We began our descent and approach to ZZZ1. I completed a single engine approach as my copilot went through the checklist. We landed safely at ZZZ1. It was later found that there was a faulty right fuel gauge. Prior to departing, we had the proper amount of fuel indicating on the gauges for the flight. We had the 45 min VFR night regress as figured through extensive flight planning. We started with 850 pounds a side for actual of 1700 pounds. Due to unforecast headwinds, we went into our reserves. But due to the misfuel gauge that failed, we thought we had more fuel than was actually on board. I did extensive flight planning to try to buy minimal fuel at the expensive rate. Through all of my calculations I figured that for the 1 hour 18 min flight, 1700 pounds of fuel would be plenty to not only get us there, but also meet the FARS for VFR night time fuel reserves of 45 mins with a little extra cushion. The unforecast headwinds, along with flying the last 10-15 mins with 1 engine, cut into my reserves. The faulty fuel gauge, which I used its reading to calculate my fuel, was the cause of the problem on the right engine. On the ground, it was found that the right engine was out of fuel. The gauge was still reading around 350-400 pounds of fuel, when drained, the left engine had about 35 gallons of fuel remaining. This was after flying the remaining flight on that engine. The only explanation is the faulty fuel gauge on the right side.

Related reports:

Google
 

Original NASA ASRS Text

Title: ENG FLAMED OUT AT CRUISE ALT DUE TO FUEL STARVATION. FUEL QUANTITY GAUGE ERROR CAUSED UNDER FUELING 1 WING TANK.

Narrative: WHEN THE ENG FAILED, I WAS AT FL190 IN CRUISE FLT PREPARING FOR MY DSCNT INTO ZZZ1. INITIAL INDICATIONS WERE A LOSS OF TORQUE, FOLLOWED BY YAW AND A LOSS OF ALL R ENG GAUGES. THERE WERE NO ANNUNCIATORS INDICATING ANYTHING MAJOR. NOT A FUEL PRESSURE LIGHT OR ANYTHING. I SHUT DOWN THE R ENG. I HAD MY COPLT PULL OUT THE EMER CHKLIST AND WE DID A COMPLETE SHUTDOWN. BECAUSE I NEVER SAW ANY MAJOR PROB, WE WENT THROUGH THE ENG STARTER ASSISTED RESTART. WITH NO SUCCESS, I WENT THROUGH THE SHUTDOWN PROCESS AGAIN. AT THIS POINT WE HAD ABOUT 400 LBS A SIDE INDICATED ON EACH FUEL GAUGE. WE DECLARED AN EMER BECAUSE WE WERE PART 135 WITH 3 PAX. WE TOLD THEM THAT EVERYTHING WAS UNDER CTL AND THERE WAS NO NEED FOR EMER VEHICLES STANDING BY. WE WERE GIVEN DIRECT TO ZZZ1 WHICH OUR GPS TOLD US WAS THE NEAREST SUITABLE ARPT. WE BEGAN OUR DSCNT AND APCH TO ZZZ1. I COMPLETED A SINGLE ENG APCH AS MY COPLT WENT THROUGH THE CHKLIST. WE LANDED SAFELY AT ZZZ1. IT WAS LATER FOUND THAT THERE WAS A FAULTY R FUEL GAUGE. PRIOR TO DEPARTING, WE HAD THE PROPER AMOUNT OF FUEL INDICATING ON THE GAUGES FOR THE FLT. WE HAD THE 45 MIN VFR NIGHT REGRESS AS FIGURED THROUGH EXTENSIVE FLT PLANNING. WE STARTED WITH 850 LBS A SIDE FOR ACTUAL OF 1700 LBS. DUE TO UNFORECAST HEADWINDS, WE WENT INTO OUR RESERVES. BUT DUE TO THE MISFUEL GAUGE THAT FAILED, WE THOUGHT WE HAD MORE FUEL THAN WAS ACTUALLY ON BOARD. I DID EXTENSIVE FLT PLANNING TO TRY TO BUY MINIMAL FUEL AT THE EXPENSIVE RATE. THROUGH ALL OF MY CALCULATIONS I FIGURED THAT FOR THE 1 HR 18 MIN FLT, 1700 LBS OF FUEL WOULD BE PLENTY TO NOT ONLY GET US THERE, BUT ALSO MEET THE FARS FOR VFR NIGHT TIME FUEL RESERVES OF 45 MINS WITH A LITTLE EXTRA CUSHION. THE UNFORECAST HEADWINDS, ALONG WITH FLYING THE LAST 10-15 MINS WITH 1 ENG, CUT INTO MY RESERVES. THE FAULTY FUEL GAUGE, WHICH I USED ITS READING TO CALCULATE MY FUEL, WAS THE CAUSE OF THE PROB ON THE R ENG. ON THE GND, IT WAS FOUND THAT THE R ENG WAS OUT OF FUEL. THE GAUGE WAS STILL READING AROUND 350-400 LBS OF FUEL, WHEN DRAINED, THE L ENG HAD ABOUT 35 GALLONS OF FUEL REMAINING. THIS WAS AFTER FLYING THE REMAINING FLT ON THAT ENG. THE ONLY EXPLANATION IS THE FAULTY FUEL GAUGE ON THE R SIDE.

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.