Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Preface: I will be reporting what I recall happened that day. I will not be using hindsight in this report. All times and attitudes (Indicated Altitudes) are approximate. More exact times and altitudes can be obtained from the FAA recordings of radio transmissions and transponder records.My flight planning started the night before. I checked weather NOTAMs; TFRs and other pertinent information on fltplan.com. I met my passenger and reviewed the flight log for the aircraft. I reviewed the [squawks] and repair log. I checked the weather on the way to the ramp.  I followed the pre-flight checklist for the Cessna 152. The fuel gauges appeared to show that the left tank was a little more than half and the right tank was a little more than three quarters. When I checked the fuel in the tanks visually; they seem to agree with the gauges. I completed the exterior and pre-start check lists without issue.  Then I taxied to the edge of the ramp; checking the brakes on the way; and waited for Ground Control for clearance. After clearance was received; I taxied towards the runway; did a normal run up procedure near the grass area behind the hold short line. After a successful pre-flight run up; I taxied to the hold short line; informed the Tower that I was ready for takeoff and we would be an eastbound departure. The tower cleared me to take off and proceed eastbound. Once we were about 5 miles east; Tower released me and reminded me to remain clear of Class B Airspace by remaining below 1100 feet; gave me the Approach Control frequency and approved the frequency change. We remained below 1100 feet and proceeded in an easterly direction towards [destination] for lunch. I turned towards [destination] and contacted Tower for arrival instructions. [Tower] cleared me to approach and instructed me to report a 2 NM final. I maneuvered into position for the final approach and reported when we were on a 2 NM final. [Tower] cleared me to land. I continued the approach and landed. [Tower] asked for our destination on the field; I informed them we wanted to go to the restaurant. [Tower] informed me that the restaurant is permanently closed. I reported that we would be departing the airport in a northbound direction. [Tower] gave me instructions back to runway. I flew in a northerly direction; climbed to an altitude of approximately 1500 feet. I tuned to Approach and found extensive radio activity and traffic in the area. I decided to change direction to remain clear of the airspace. I turned to a westerly direction to have lunch at [a different] airport restaurant. I contacted Approach Control for VFR Flight Following and received a transponder code.A short time after; the engine started to sputter and the RPM was low. I trimmed the aircraft to best glide; checked the primer & carburetor heat; both were in a normal position. So I worked the throttle in and out to attempt to get the engine running normally again. While I was performing these actions; I informed [ATC] of the engine issues. [ATC] informed me that I was cleared for any altitude. The engine came back to life and I informed [ATC] that I decided to return to [departure airport]. At this point I had lost some altitude and [ATC] suggested [another] alternate. I reported that the engine was operating normally and we would be continuing to [departure airport]. I asked for vectors to [departure airport] and turned to that heading. Shortly after turning towards [departure airport; the engine started to sputter again and the RPM was very low again. Once again; I trimmed the aircraft to best glide; checked the primer & carburetor heat; both were in a normal position. So I worked the throttle in and out to attempt to get the engine running normally again. While I was performing these actions; I informed [ATC] of the engine issues again and informed [ATC] that I would like to head towards [a closer airport] and attempt to land. I asked [ATC] for vectors and turned to thatheading. The engine came to life again (for a second time) and I continued for a normal landing. The engine was running normally and seemed to have no symptoms of immediate failure. I informed [ATC] that I was continuing for landing.A short time later; the engine began to sputter for a third time. I performed the same actions but this time the engine came to a stop. Once I trimmed the aircraft for best glide; I attempted to restart the engine. I informed [ATC] of the engine issues again and that it had stopped. After several attempts to restart the engine; I informed [ATC] that I would not be able to land at [the alternate airport] and I would have to make an off field landing. [ATC] recommended [a highway]; just ahead of us. I let them know of the power lines and poles and that I would be landing in the open field. At this time; my altitude was approximately 1100 feet. [ATC] reported that the winds were calm.  Then [ATC] asked the questions: How much fuel is remaining and souls on board. I looked at the fuel gauges and I reported that there were about 2 hours of fuel and 2 souls. That is when I realized that the fuel gauges had not changed since the pre-flight.I proceeded in an easterly direction towards the open field; monitoring the airspeed; descending and remaining clear of the power lines; trees and [athletic] field. Once I passed over the high power lines (heading easterly) and south of the [athletic] field; I started a more aggressive descent; adjusted flaps accordingly; but still gradual in order to easily clear the trees to the south of the open field. I lined up with the tree line to the east of the open field (to my right and the [athletic] field to my left) in a northerly direction; to have the longest landing area. Once I passed to the east of the [athletic] field and over the open field; I began the final approach and turned the master off and we opened the doors slightly. I began to bleed off airspeed by pitching to a high angle of attack and began floating in ground effect. Keeping the nose gear high; I touched down in the open field north and east of the [athletic] field and did not use the brakes; at this point; because I felt it would cause the nose wheel to impact the field and cause a tumbling effect. I held the nose gear up until it came down gently and smoothly. Then I applied the toe brakes and came to a stop at the north west corner of the open field.




Synopsis: C152 pilot reported landing in a field after the engine quit because of fuel starvation.