Narrative:

While on an IFR time building flight to gain IFR proficiency; was being vectored through and around class B airspace which put me about 15 mi from the nearest solid ground. Had just leveled off after descending from 7000 ft to 2000 ft when engine quit. My first thought was to turn to the nearest airport as I was simultaneously pushing the mixture to full rich and turning on the fuel pump. As soon as I got airtime I transmitted a mayday and requested vectors to the nearest airport. What I did not do was fly the airplane. By the time I finished talking to the controller I was descending through 800 ft at 1000 FPM. I pulled the nose up for best glide and finally remembered to switch tanks. At 300 ft AGL the engine restarted and I was able to climb back to 2000 ft. My inattention to fuel management was the single cause. I had set my timer for 15 mins as a reminder to switch tanks which I had done twice on this flight but opted not to change at the last interval since the gauge appeared to show 1/4 to 1/2 tank remaining. I neglected to check again since I had become engrossed in the navigation instruments. I was trying to get the most from my experience by checking my position with VOR's and DME in addition to using the GPS. In the future I will stick to my fuel management plan and not rely solely on the fuel gauges. When confronted by an engine failure my first priority will forever be to 'fly the airplane.' the extra weight forward of the PA32 really drops the nose when power is lost and it must be trimmed for best glide.

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Original NASA ASRS Text

Title: PA32 PLT EXPERIENCED ENG FAILURE DUE TO FUEL MISMANAGEMENT. ENG WAS SUCCESSFULLY RESTARTED.

Narrative: WHILE ON AN IFR TIME BUILDING FLT TO GAIN IFR PROFICIENCY; WAS BEING VECTORED THROUGH AND AROUND CLASS B AIRSPACE WHICH PUT ME ABOUT 15 MI FROM THE NEAREST SOLID GND. HAD JUST LEVELED OFF AFTER DSNDING FROM 7000 FT TO 2000 FT WHEN ENG QUIT. MY FIRST THOUGHT WAS TO TURN TO THE NEAREST ARPT AS I WAS SIMULTANEOUSLY PUSHING THE MIXTURE TO FULL RICH AND TURNING ON THE FUEL PUMP. AS SOON AS I GOT AIRTIME I XMITTED A MAYDAY AND REQUESTED VECTORS TO THE NEAREST ARPT. WHAT I DID NOT DO WAS FLY THE AIRPLANE. BY THE TIME I FINISHED TALKING TO THE CTLR I WAS DSNDING THROUGH 800 FT AT 1000 FPM. I PULLED THE NOSE UP FOR BEST GLIDE AND FINALLY REMEMBERED TO SWITCH TANKS. AT 300 FT AGL THE ENG RESTARTED AND I WAS ABLE TO CLB BACK TO 2000 FT. MY INATTENTION TO FUEL MGMNT WAS THE SINGLE CAUSE. I HAD SET MY TIMER FOR 15 MINS AS A REMINDER TO SWITCH TANKS WHICH I HAD DONE TWICE ON THIS FLT BUT OPTED NOT TO CHANGE AT THE LAST INTERVAL SINCE THE GAUGE APPEARED TO SHOW 1/4 TO 1/2 TANK REMAINING. I NEGLECTED TO CHK AGAIN SINCE I HAD BECOME ENGROSSED IN THE NAV INSTS. I WAS TRYING TO GET THE MOST FROM MY EXPERIENCE BY CHKING MY POS WITH VOR'S AND DME IN ADDITION TO USING THE GPS. IN THE FUTURE I WILL STICK TO MY FUEL MGMNT PLAN AND NOT RELY SOLELY ON THE FUEL GAUGES. WHEN CONFRONTED BY AN ENG FAILURE MY FIRST PRIORITY WILL FOREVER BE TO 'FLY THE AIRPLANE.' THE EXTRA WT FORWARD OF THE PA32 REALLY DROPS THE NOSE WHEN PWR IS LOST AND IT MUST BE TRIMMED FOR BEST GLIDE.

Data retrieved from NASA's ASRS site as of January 2009 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.