Narrative:

I was returning from a [long cross country flight]. I had stopped for gas [a third of the way back] and filled both tanks; 18 gallons each. As there was approaching weather from the west that ran from the southern tip of florida to many miles north of the orlando region I elected to use more engine power than I usually do. Although I was in VMC the entire fight; weather was encroaching upon me as I monitored it with my 'foreflight' GPS/ weather program. Approximately 10 south of the kissimmee airport and just after receiving the ATIS the engine stumbled and momentarily quit. Certainly startling me I quickly changed tanks applied and carburetor heat. The engine 'caught' momentarily and again lost power. I cycled the fuel select valve several times and again the engine 'caught' and seemed to run normally. At about that time I received clearance from the tower to make right traffic to runway 15. As I was approaching the south end of the airport now at 1;000 feet and having been rattled and still not 100% positive I had the situation in hand; I became distracted and made a right hand dogleg runway 33 approach and landing. After landing I contacted the tower and indicated where I would be parking. He pointed out to me I had landed on the wrong runway and I had been instructed to land on runway 15. He asked me if I remembered getting permission to land. I radioed back that 'no I don't remember getting clearance' and he responded with 'you have to be more alert' or something along those lines. He was very courteous and helpful. I was most certainly in the wrong.after contemplation I realize that I usually burn approximately 8 gallons an hour and 2 hours fuel at my usual power setting; but due to trying to beat the weather I used full power resulting in a fuel burn of 10.25 gph. Having run the right tank dry; I took longer than normal for the fuel to reach the engine and reestablish power.lessons learned; most importantly; I should have monitored my fuel closer. I should have notified the tower immediately of having had engine issue; and if not request immediate landing. I should remember to aviate; navigate and communicate in order.

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Original NASA ASRS Text

Title: PA-22 pilot reported landing on the wrong runway after being distracted by engine issues related to improper fuel management.

Narrative: I was returning from a [long cross country flight]. I had stopped for gas [a third of the way back] and filled both tanks; 18 gallons each. As there was approaching weather from the west that ran from the southern tip of Florida to many miles north of the Orlando region I elected to use more engine power than I usually do. Although I was in VMC the entire fight; weather was encroaching upon me as I monitored it with my 'ForeFlight' GPS/ weather program. Approximately 10 south of the Kissimmee airport and just after receiving the ATIS the engine stumbled and momentarily quit. Certainly startling me I quickly changed tanks applied and carburetor heat. The engine 'caught' momentarily and again lost power. I cycled the fuel select valve several times and again the engine 'caught' and seemed to run normally. At about that time I received clearance from the Tower to make right traffic to Runway 15. As I was approaching the south end of the airport now at 1;000 feet and having been rattled and still not 100% positive I had the situation in hand; I became distracted and made a right hand dogleg Runway 33 approach and landing. After landing I contacted the tower and indicated where I would be parking. He pointed out to me I had landed on the wrong runway and I had been instructed to land on Runway 15. He asked me if I remembered getting permission to land. I radioed back that 'no I don't remember getting clearance' and he responded with 'you have to be more alert' or something along those lines. He was very courteous and helpful. I was most certainly in the wrong.After contemplation I realize that I usually burn approximately 8 gallons an hour and 2 hours fuel at my usual power setting; but due to trying to beat the weather I used full power resulting in a fuel burn of 10.25 GPH. Having run the right tank dry; I took longer than normal for the fuel to reach the engine and reestablish power.LESSONS LEARNED; Most importantly; I should have monitored my fuel closer. I should have notified the tower immediately of having had engine issue; and if not request immediate landing. I should remember to aviate; navigate and communicate in order.

Data retrieved from NASA's ASRS site 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.