On September 30, 2000, at 1630 central daylight time, a Temco Luscombe 11A airplane, N1689B, was substantially damaged when it impacted trees and terrain during a forced landing following a loss of engine power near Hammond, Louisiana. The private pilot, who was the registered owner and sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and a flight plan was not filed for the for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Grayson County Airport, Sherman, Texas, at 1415, and was destined for the Hammond Municipal Airport, Hammond, Louisiana, after an intermediate fuel stop at the Panola County-Sharpe Field, near Carthage, Texas. According to the pilot, he topped off both wing fuel tanks (total fuel capacity of 40.0 gallons) and departed from Sherman. He flew 1 hour 34 minutes and landed at Carthage to refuel. He added 33.3 gallons of fuel to top off the fuel tanks and calculated his actual fuel consumption rate to be 15 gallons per hour; however, he had mistakenly used 23.0 gallons as the total fuel consumed instead of 33.3 gallons. He stated that although the "normal" fuel consumption rate is 10 gallons per hour he was not concerned "based on his climb profile and low [cruise] altitude." The flight departed Carthage and based on the pilot's preflight fuel calculations, he expected a fuel consumption rate of 10 gallons per hour. He reported that while on final approach to runway 31 at Hammond he was following a Cessna 152. The Cessna 152 did not clear the runway with enough time left to execute a safe landing and, therefore, the pilot initiated a go-around. While climbing through 300 feet agl, "the engine stopped producing power." During the ensuing forced landing, the airplane contacted trees and the ground coming to rest upright. The pilot stated that, at the time the engine lost power, his GPS indicated that 2 hours and 7 minutes had elapsed since he had departed from Carthage. According to the FAA inspector, who examined the airplane at the accident site, the engine firewall was displaced and both wing spars were structurally damaged. A review of the airplane's airframe and powerplant maintenance logbooks did not reveal any entries referencing the fuel system. An FAA certified airframe and powerplant mechanic examined the airplane. He reported that he drained a total of 8 ounces of fuel from the fuel system. The right wing fuel tank's filler cap was in "good" condition and there were no stains around the fuel cap. The left wing fuel tank's filler cap was examined. There was a "fuel stain around the fuel cap about 12 inches long that fanned out from the width of the cap to 8 inches wide." The cap was removed and replaced by the mechanic. When the cap was replaced, the mechanic noted that "it didn't fit very tight as it should." He also observed a "fuel stain on the left side of the vertical fin approximately 2 inches wide and 14 inches high." In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), in the section titled "Recommendation (How Could This Accident Have Been Prevented)," the pilot reported: "Properly ascertaining fuel consumed during the Sherman (F39) to Carthage (4F2) would have prevented me from flying onto Hammond (KHMU) until the source of the excessive fuel consumption was identified and corrected."