Narrative:

I had stopped at ZZZ for refueling after my first leg. The flight was uneventful. At ZZZ; I utilized the self service fueling facility to top off both tanks with 100 ll avgas. I filled the starboard tank first; replaced the gas cap and then filled the port tank. Obviously; I either did not properly secure the gas cap on the port tank or left it unsecured altogether after fueling. I sumped all the fuel drains to assure clean; uncontaminated fuel; and performed a quick walk-around inspection of the aircraft. I then entered the aircraft and started the aircraft using the pre-start and starting manufacturer's checklist. Upon trying to pull away from the fueling area; I noticed that I had left the chock on the right main wheel. I shut down the engine; exited the aircraft and removed the chock. I then restarted the engine and proceeded to taxi. The engine run-up was normal and takeoff was normal. My ETA to my destination was calculated at 1 hour and 20 minutes at a planned cruise speed of 84 KTS. The total endurance of the [aircraft] is 3 hours and 20 minutes. Enroute; I checked the metar at my destination to find that the winds were 200 at 11 [KTS]; gusting to 17 [KTS]. The maximum crosswind component for the [aircraft] is 15 mph. Upon arrival; I noticed a little less that 1/2 tank in my left wing tank and what appeared to be an empty right tank. I proceeded to ZZZ to attempt a landing. After two attempts where the wind was apparently exceeding the crosswind component on short final; I departed without ever touching down on the runway. I then contacted approach and asked for vectors to another airport that had a runway more aligned with the wind. The controller suggested ZZZ1 and I proceeded direct. As I proceeded to ZZZ1; I noticed that there was no longer any fuel showing in the left sight gauge. About a minute later; the engine sputtered to a stop and I advised approach that I had an engine failure. They asked about the nature of the failure and if I wanted to declare an emergency. I said I think that I had run out of fuel and that; yes; I did want to declare an emergency. At that point; I set the airplane up at the best glide speed of 60 mph and applied carburetor heat. I identified a field that I could glide to and set up for an approach into the wind. I set up for a three point; full stall landing and was able to make the field. Just prior to touch down; the aircraft impacted a wire fence. After clearing the fence; the aircraft came to a stop in the field; upright on its landing gear. I immediately called approach and advised them that I had landed safely (I did not get a response; probably due to the fact I was on the ground). I shut off the magnetos and the master switch and exited the airplane. In conclusion; I clearly missed the fact that the fuel cap was not properly secured on the left fuel tank.

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Original NASA ASRS Text

Title: LSA pilot reports running out of fuel due to the left fuel tank cap not being secured properly during a fuel stop and the crosswind at the destination being too strong; requiring a diversion to an alternate.

Narrative: I had stopped at ZZZ for refueling after my first leg. The flight was uneventful. At ZZZ; I utilized the self service fueling facility to top off both tanks with 100 LL Avgas. I filled the starboard tank first; replaced the gas cap and then filled the port tank. Obviously; I either did not properly secure the gas cap on the port tank or left it unsecured altogether after fueling. I sumped all the fuel drains to assure clean; uncontaminated fuel; and performed a quick walk-around inspection of the aircraft. I then entered the aircraft and started the aircraft using the Pre-Start and Starting manufacturer's checklist. Upon trying to pull away from the fueling area; I noticed that I had left the chock on the right main wheel. I shut down the engine; exited the aircraft and removed the chock. I then restarted the engine and proceeded to taxi. The engine run-up was normal and takeoff was normal. My ETA to my destination was calculated at 1 hour and 20 minutes at a planned cruise speed of 84 KTS. The total endurance of the [aircraft] is 3 hours and 20 minutes. Enroute; I checked the METAR at my destination to find that the winds were 200 at 11 [KTS]; gusting to 17 [KTS]. The maximum crosswind component for the [aircraft] is 15 MPH. Upon arrival; I noticed a little less that 1/2 tank in my left wing tank and what appeared to be an empty right tank. I proceeded to ZZZ to attempt a landing. After two attempts where the wind was apparently exceeding the crosswind component on short final; I departed without ever touching down on the runway. I then contacted Approach and asked for vectors to another airport that had a runway more aligned with the wind. The Controller suggested ZZZ1 and I proceeded direct. As I proceeded to ZZZ1; I noticed that there was no longer any fuel showing in the left sight gauge. About a minute later; the engine sputtered to a stop and I advised Approach that I had an engine failure. They asked about the nature of the failure and if I wanted to declare an emergency. I said I think that I had run out of fuel and that; yes; I did want to declare an emergency. At that point; I set the airplane up at the best glide speed of 60 MPH and applied Carburetor Heat. I identified a field that I could glide to and set up for an approach into the wind. I set up for a three point; full stall landing and was able to make the field. Just prior to touch down; the aircraft impacted a wire fence. After clearing the fence; the aircraft came to a stop in the field; upright on its landing gear. I immediately called Approach and advised them that I had landed safely (I did not get a response; probably due to the fact I was on the ground). I shut off the magnetos and the master switch and exited the airplane. In conclusion; I clearly missed the fact that the fuel cap was not properly secured on the left fuel tank.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.