PLT RPTR WITH ENG FAILURE MAKES FORCED LNDG OFF ARPT.

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ENG FAILURE ON DSCNT TO LNDG. NORMAL EMER PROCS TO FORCED LNDG. 70-80 DEG TURN TO R AT LAST PART OF FINAL TO AVOID PWR LINES. FULL STALL LNDG; DOWNHILL; IN CULTIVATED SWILL; JUST HARVESTED. NOSE GEAR SHEARED OFF; MAIN GEAR FUNCTIONAL. POSSIBLE FUEL CONSUMPTION MARKEDLY IN EXCESS OF NORMAL MAXIMUM; INCLUDING VFR RESERVES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED HE STILL HAD 20 PERCENT OF FUEL INDICATED ON THE CESSNA TURBO 182 RG FUEL GAUGES. HE HAD THE LCL SHERIFFS WITNESS THERE WAS FUEL IN THE R TANK. WITH THE ACFT NOSE GEAR COLLAPSE THE ACFT WAS SO TILTED THE L TANK FUEL COULD NOT BE SEEN. HE STATED THE FUEL CONSUMPTION HAS BEEN ERRATIC. HE WAS DOING NUMEROUS TOUCH-AND-GO LNDGS AND PRACTICING WITH SLOW FLT. HE SAID HE USED LEANING PROCS. THE REASON FOR THE ENG FAILURE REMAINS A MYSTERY. HE WAS CAREFULLY MONITORING THE FUEL AND HAD THE FUEL SELECTOR ON BOTH. HE WAS TALKING TO LEWISTON TWR DURING THE FORCED LNDG. THE ACFT IS NOT BACK FLYING YET AND THE RPTR HAS RECEIVED NO RPT AS TO THE REASON FOR THE ENG STOPPAGE. THE ENG WAS PREVIOUSLY NOTED AS HAVING HIGH OIL TEMP. AFTER TKOF FROM MOOSE CREEK AT 1500 FT ELEVATION (ACTUALLY 2454 FT ELEVATION) HE CLBED TO 8500 FT TO GET OVER THE MOUNTAINS TO LEWISTON. HE WAS WATCHING HIS OIL TEMP AND HAD THE COWL FLAPS OPEN AND WOULD FLATTEN THE CLB TO KEEP THE OIL TEMP OUT OF THE RED. HE DID NOT REMEMBER WATCHING THE CYLINDER HEAD TEMPS AND DOES NOT KNOW WHERE THEY WERE. THE RPTR DID NOT KNOW WHETHER THE ENG WAS INJECTED OR CARBURETED (IT IS CARBURETED). HE HAD ABOUT 10 HRS TOTAL TIME IN THE TURBOCHARGED 182 AND 50 HRS IN THE NORMAL 182. OUTSIDE AIR TEMP WAS 85-95 DEGS F. ON THE DSCNT IS WHEN THE ENG QUIT. TURNING ON THE ELECTRIC FUEL PUMP PROMPTED THE ENG TO RUN FOR ABOUT 30 SECONDS. HE TRIED SWITCHING TANKS. FUEL WAS FROM REPUTABLE DEALERS AT LEWISTON AND PREVIOUS TO THAT BOEING FIELD.