Narrative:

Depart early pm local time for a local flight. The basic plan was to do some air work checking engine cooling; magnetic heading calibration on the dynon D10-a; tru trak ap operation; and VOR (SL-30) operation. Proceeded on course to a nearby airport at 2500 ft MSL and then maneuvered over the airport at 3;000 ft MSL performing standard rate turns (540 deg) left and right. Then we exercised the autopilot mode operation for altitude hold; vs (vertical speed) control; and bank command. Performed several circles/circuits over the airport then commenced return to my departure airport at approximately 45 minutes after departure. After listening to automated weather; I contacted approach and proceeded inbound for landing. At approximately 15 NM from the airport; I noted that the fuel pressure indication was flashing and the value read approximately 3.0 psi (6-7 psi is normal). The electric fuel pump had been left on; but I cycled the switch in an attempt to restore fuel pressure; but to no avail. The fuel tank selector switch (electric) was set on the right tank (since takeoff) which contained approximately nine gallons (and five gallons in the left tank). The engine eventually stopped. I declared an emergency and looked for field to set the airplane down. I set the mixture full rich and attempted a start but; as I recall; I did not get the prop to even turn over. At one point in the descent; the aircraft got a little slow on airspeed (~75 kts) and started to roll right (heavy wing) while a left turn was being commanded. I kept the left turn command in; increased airspeed; and eventually the aircraft rolled left for the desired field. I set up to land into the wind (from the west). I anticipated that the main gear would likely 'dig-in' on touch down and part the fuselage. It did. The fuselage carried further and eventually came to a stop. I now recommend checking fuel pressure values between engine driven pump and electric fuel pump. Monitor fuel quantities to match expected consumption. Consider some sensing means and indication to determine that fuel is being withdrawn from the selected tank. The fuel tank selector valve was replaced last november (2011) due to what appeared to be a leak from the original valve. The original valve had been in service since 1998. The primary concern would be that fuel lines are correctly installed on the proper ports of the selector valve. Testing five days later confirmed that: 1) the fuel valve was powered. 2) when the fuel pump was powered and the right tank (containing approx. 9 gal.) was selected; no fuel was pumped through the line to the carburetor. 3) when the fuel pump was powered and the left tank (empty) was selected; fuel was pumped through the line to the carburetor. The fuel lines were swapped when the new valve was installed..

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Original NASA ASRS Text

Title: A Long-Ez lost fuel pressure and subsequently the engine quit. The pilot declared an emergency and landed off airport. He later determined the fuel lines were reversed so the empty tank was selected; while the full tank was thought to be feeding.

Narrative: Depart early PM local time for a local flight. The basic plan was to do some air work checking engine cooling; magnetic heading calibration on the Dynon D10-A; Tru Trak AP operation; and VOR (SL-30) operation. Proceeded on course to a nearby airport at 2500 ft MSL and then maneuvered over the airport at 3;000 ft MSL performing standard rate turns (540 deg) left and right. Then we exercised the autopilot mode operation for altitude hold; VS (vertical speed) control; and bank command. Performed several circles/circuits over the airport then commenced return to my departure airport at approximately 45 minutes after departure. After listening to automated weather; I contacted approach and proceeded inbound for landing. At approximately 15 NM from the airport; I noted that the fuel pressure indication was flashing and the value read approximately 3.0 PSI (6-7 PSI is normal). The Electric Fuel Pump had been left ON; but I cycled the switch in an attempt to restore fuel pressure; but to no avail. The Fuel Tank Selector Switch (Electric) was set on the Right Tank (since takeoff) which contained approximately nine gallons (and five gallons in the left tank). The engine eventually stopped. I declared an emergency and looked for field to set the airplane down. I set the mixture full rich and attempted a start but; as I recall; I did not get the prop to even turn over. At one point in the descent; the aircraft got a little slow on airspeed (~75 kts) and started to roll right (heavy wing) while a left turn was being commanded. I kept the left turn command in; increased airspeed; and eventually the aircraft rolled left for the desired field. I set up to land into the wind (from the West). I anticipated that the main gear would likely 'dig-in' on touch down and part the fuselage. It did. The fuselage carried further and eventually came to a stop. I now recommend checking fuel pressure values between engine driven pump and electric fuel pump. Monitor fuel quantities to match expected consumption. Consider some sensing means and indication to determine that fuel is being withdrawn from the selected tank. The fuel tank selector valve was replaced last November (2011) due to what appeared to be a leak from the original valve. The original valve had been in service since 1998. The primary concern would be that fuel lines are correctly installed on the proper ports of the selector valve. Testing five days later confirmed that: 1) The Fuel valve was powered. 2) When the Fuel Pump was powered and the Right Tank (containing approx. 9 gal.) was selected; no fuel was pumped through the line to the carburetor. 3) When the Fuel Pump was powered and the Left Tank (empty) was selected; fuel was pumped through the line to the carburetor. The fuel lines were swapped when the new valve was installed..

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.