SEA06LA040

About 15 minutes after takeoff, during en route cruise, the aircraft's engine started to run rough and then completely stopped producing power. The pilot then established the aircraft in a descent at best glide speed, and tried to get the engine restarted. When he found that he could not get the engine to restart, the pilot, who at that time was over water, made a 180 degree turn in order to head toward the nearest landing area. He eventually touched down in a rough field, and although the initial touchdown was successful, as the aircraft traveled across the rough field, the nose gear collapsed, and the aircraft nosed over onto its back. A post-accident inspection revealed that the aircraft had run out of useable fuel. In addition, an inspection/test of the fuel system determined that both the electric fuel gauge and the backup fuel level sighting tube were severely miscalibrated, and both indicated the aircraft contained significantly more fuel than was actually present during the test. During the investigation, the pilot said that he had looked in the fuel tank prior to takeoff, but that he did not use a dip stick to confirm how much fuel was actually present. He further stated that based upon what the gauges indicated prior to takeoff, he thought he had enough fuel for more than two hours of flight.

On January 8, 2006, approximately 1135 Pacific standard time, an experimental Holscher KR II, N395JT, experienced a nose gear collapse during an off-field landing on McNeil Island, Washington. The private pilot, who was the sole occupant, was not injured, but the aircraft, which is owned and operated by the pilot, sustained substantial damage. The 14 CFR Part 91 personal flight, which departed Olympia Regional Airport, Olympia, Washington, about 20 minutes prior to the accident, was en route to Tacoma Narrows Airport, Tacoma, Washington. No flight plan had been filed. There was no report of an ELT activation.

According to the pilot, about 15 minutes after takeoff, during en route cruise, the aircraft's engine started to run rough and then completely stopped producing power. The pilot then established the aircraft in a descent at best glide speed, and tried to get the engine restarted. When he found that he could not get the engine to restart, the pilot, who at that time was over water, made a 180 degree turn in order to head toward the nearest landing area. He eventually touched down in a rough field near the northeast end of McNeil Island. Although the initial touchdown was successful, as the aircraft traveled across the rough field, the nose gear collapsed, and the aircraft nosed over onto its back.

A post- accident inspection by an Airworthiness Inspector from the Seattle Flight Standards District Office (FSDO) revealed that the aircraft had run out of useable fuel. In addition, during a post-crash inspection/test of the fuel system, it was determined that both the electric fuel gauge and the backup fuel level sighting tube were severely miscalibrated, and both indicated the aircraft contained significantly more fuel than was actually present during the test. During the investigation, the pilot said that he had looked in the fuel tank prior to takeoff, but that he did not use a dip stick to confirm how much fuel was actually present. He further stated that based upon what the gauges indicated prior to takeoff, he thought that he had enough fuel for over two hours of flight.