Narrative:

This was a maintenance test flight for annual completion; and for an engine change. Initial two hour break-in; at 4;000 MSL. Six ground runs had taken place for leak checks. Some repairs where performed after each run. I was asked by the owner and maintenance supervisor to take the aircraft on its initial break-in flight per the engine manufactures recommendations (lycoming). The flight was to last two hours. For the test flight I had the aircraft fueled with 36 gallons of fuel. I should have completed the two hour flight with approximately 16 usable gallons of fuel. Flying a 1.5 to three nautical mile DME arc around the airport; one hour and fifty minutes into the flight; I switched to the right tank. The engine sputtered maybe thirty seconds after; I immediately switched back to the left tank. I moved the throttle and mixture controls. I verified that the electric fuel pump was on. Checked fuel gauges; they read just shy of ten gallons each; right where they should be. I don't trust them anyway. While doing this I turned for the airport and placed the aircraft in best glide speed. Declared an emergency with approach control; told them I was contacting the tower. Contacted the tower declared my emergency and intentions. The engine fired briefly during the downwind run to the airport. Altitude was now at 2;200 ft. Having reached the traffic pattern; I turned base at 2;000 ft perpendicular to the numbers on an angling base turn to final aiming for the 1;000 ft markers. The high winds 100 at 25 gusting to 35; began to push the aircraft to the west and away from the runway. As I was getting pushed west; I realized that my only recourse to make the runway or the airport was to increase airspeed. Dropping the nose I soon realized the runway was no longer an option as it was no longer in reach. I asked the tower to verify that my gear was down; they confirmed it was altitude now 1;800 ft. Seconds later I touched down approximately 400 ft short of the runway in the approach grassy area; after landing I had approximately a 100 foot ground roll to a stop and the prop stopped. Normal shut down procedures commenced. After sitting still for several minutes I exited the aircraft. I verified no damage to the aircraft and no injuries. A check of both fuel tanks revealed they were empty. Company support personnel soon arrived at the scene. The top cowling was removed. Investigation revealed that the main fuel line to the engine driven fuel pump was not tightened. Fuel was leaking over board. The front landing gear was covered with fuel stains. The engine case near the fuel pump was stained with fuel. Further investigation revealed that the underside of the airframe was dripping and stained with fuel. The fuel line was tightened; fuel pump was activated. No leaks detected; engine started. Shut down engine. Cowling installed. We pulled the aircraft onto the runway. Engine restarted and the aircraft was driven under its own power back to the FBO. FAA investigation follows: a paperwork check revealed no issues. Statements where provided freely to the tower and the FAA investigation team. Fuel was drained from the tanks. Right tank had one quart of fuel. The left tank revealed about 2.5 gallons of fuel. After thoughts: I could have taken more fuel. This could have prevented or delayed the issue as this problem may not have revealed itself until the next flight perhaps on a cross country. Ten more minutes of flight is all that was required. More fuel was not taken in the event something did happen such as fire as this was a test flight. Three point six hours of fuel was taken for the two hour flight; more than well within regulations. Approximately 16 gallons of fuel was pumped overboard. Fuel gauges where not accurate; they should have read empty. Too many hands were the major reason for this event. No less than three mechanics worked on this engine not to mention the annual. Who did what;I hope is in the paperwork. Failure to tighten the line was inexcusable.

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Original NASA ASRS Text

Title: PA28 pilot reports engine failure during a test flight at 4;000 FT while orbiting the departure airport; field elevation 900 FT. High winds foil the gliding approach and the aircraft lands short of the runway with no apparent damage.

Narrative: This was a Maintenance test flight for annual completion; and for an engine change. Initial two hour break-in; at 4;000 MSL. Six ground runs had taken place for leak checks. Some repairs where performed after each run. I was asked by the owner and Maintenance Supervisor to take the aircraft on its initial break-in flight per the engine manufactures recommendations (Lycoming). The flight was to last two hours. For the test flight I had the aircraft fueled with 36 gallons of fuel. I should have completed the two hour flight with approximately 16 usable gallons of fuel. Flying a 1.5 to three nautical mile DME arc around the airport; one hour and fifty minutes into the flight; I switched to the right tank. The engine sputtered maybe thirty seconds after; I immediately switched back to the left tank. I moved the throttle and mixture controls. I verified that the electric fuel pump was on. Checked fuel gauges; they read just shy of ten gallons each; right where they should be. I don't trust them anyway. While doing this I turned for the airport and placed the aircraft in best glide speed. Declared an emergency with approach control; told them I was contacting the Tower. Contacted the Tower declared my emergency and intentions. The engine fired briefly during the downwind run to the airport. Altitude was now at 2;200 FT. Having reached the traffic pattern; I turned base at 2;000 FT perpendicular to the numbers on an angling base turn to final aiming for the 1;000 FT markers. The high winds 100 at 25 gusting to 35; began to push the aircraft to the west and away from the runway. As I was getting pushed west; I realized that my only recourse to make the runway or the airport was to increase airspeed. Dropping the nose I soon realized the runway was no longer an option as it was no longer in reach. I asked the tower to verify that my gear was down; they confirmed it was altitude now 1;800 FT. Seconds later I touched down approximately 400 FT short of the runway in the approach grassy area; after landing I had approximately a 100 foot ground roll to a stop and the prop stopped. Normal shut down procedures commenced. After sitting still for several minutes I exited the aircraft. I verified no damage to the aircraft and no injuries. A check of both fuel tanks revealed they were empty. Company support personnel soon arrived at the scene. The top cowling was removed. Investigation revealed that the main fuel line to the engine driven fuel pump was not tightened. Fuel was leaking over board. The front landing gear was covered with fuel stains. The engine case near the fuel pump was stained with fuel. Further investigation revealed that the underside of the airframe was dripping and stained with fuel. The fuel line was tightened; fuel pump was activated. No leaks detected; engine started. Shut down engine. Cowling installed. We pulled the aircraft onto the runway. Engine restarted and the aircraft was driven under its own power back to the FBO. FAA investigation follows: A paperwork check revealed no issues. Statements where provided freely to the Tower and the FAA investigation team. Fuel was drained from the tanks. Right tank had one quart of fuel. The left tank revealed about 2.5 gallons of fuel. After thoughts: I could have taken more fuel. This could have prevented or delayed the issue as this problem may not have revealed itself until the next flight perhaps on a cross country. Ten more minutes of flight is all that was required. More fuel was not taken in the event something did happen such as fire as this was a test flight. Three point six hours of fuel was taken for the two hour flight; more than well within regulations. Approximately 16 gallons of fuel was pumped overboard. Fuel gauges where not accurate; they should have read empty. Too many hands were the major reason for this event. No less than three mechanics worked on this engine not to mention the annual. Who did what;I hope is in the paperwork. Failure to tighten the line was inexcusable.

Data retrieved from NASA's ASRS site as of April 2012 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.