PLT OF AN SMA SEL ACFT RAN OUT OF FUEL AND MADE AN EMER LNDG ON A ROAD.

Narrative

DEPARTED ILM FOR MCN. MAGNETIC COURSE 257 DEGS; CRUISE ALT 4500 FT. DECIDED TO LAND AT OGB DUE TO THE TIME TO OUR HALF WAY POINT TO GET FUEL. WE WERE ADVISED TO TAXI TO THE FUEL ISLAND AND WAS MET BY THE LINE MAN. I TOLD HIM TO PUT 4 GALLONS ON EACH SIDE AND WENT INSIDE TO THE RESTROOM. CHKED THE AIRPLANE; SUMPS; CAPS; OIL AND DEPARTED; CRUISE ALT 6500 FT. CALLED HICKORY FSS ON THE ALLENDALE VOR AND RECEIVED WINDS FOR MCN. APPROX 1/2 WAY TO MCN; DSNDED TO 3000 FT DUE TO BUILDUP OF CLOUDS. APPROX 5 NM FROM MCN DURING DSCNT; WITH THE ARPT IN SIGHT AND LNDG CLRNC; THE ENG SPUTTERED AND CAME BACK. I PERFORMED A FLOW CHK OF CTLS AND ASSUMED THE ENG WOULD QUIT SOON AND OPTED TO LAND ON A HWY WE HAD JUST PASSED. THE TERRAIN TO THE ARPT WAS WOODED AND SWAMPY. I INFORMED THE TWR OF OUR SIT AND INTENTIONS. THE ENG CONTINUED TO RUN UNTIL I PERFORMED THE SHUTDOWN TASKS. THE LNDG WAS UNEVENTFUL AND I POSITIONED THE ACFT SO AS NOT TO BLOCK TFC. RELAYED; BY ANOTHER ACFT; TO TWR THAT EVERYTHING WAS OK. FUEL CALCULATIONS WERE BASED ON 6 GPH WHICH ARE CONSERVATIVE COMPARED TO BOOK VALUES AND EXPERIENCE WITH ACFT PERFORMANCE. WHILE REVIEWING FUEL RECEIPTS TO VERIFY FLT TIMES; I NOTICED ONLY 4 GALLONS WERE PUT IN AT OGB. THIS COULD HAVE BEEN PREVENTED HAD I CONCENTRATED MORE ON THE REFUELING AND LESS ON BEING LATE FOR AN APPOINTMENT.