Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Flying; Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: This was only the 2nd time I've flown a Cherokee Six. I had checked out in the same aircraft a few days prior; but wanted more time with an instructor to familiarize myself with the avionics; autopilot; and the general 'feel' of the aircraft. The instructor who had checked me out was unavailable; so I flew with a different one. During preflight inspection; we noticed that the inboard right main tank was a bit below the tab. But; since the flight would be an hour or less; since the tip tanks were better than half full; and since the POH says to deplete the mains before the tips; we proceeded without additional fuel. During the flight; we switched from the left main to the right main. And; the gauges never indicated that we were flirting with the line. After 15-20 minutes of casual flying in the practice area; we entered the pattern at ZZZ for some touch-n-goes. My instructor explained the landing characteristics of the aircraft and I suggested he perform the first landing. At that time (on our base leg); he became the pilot flying. After landing on RWY XX; he applied full power for the touch-n-go. After rotation; at maybe 100 or 200 feet AGL; the engine sputtered. It was clear we didn't have enough runway to land straight ahead; so he left everything at the firewall to get as much altitude as possible in case the engine failed. While the instructor flew; I radioed the tower; notified them of our engine roughness; and asked for an immediate left turn to the intersecting runway YY. By the time we were on our base to RWY YY; we had no power. But; we had plenty of altitude and the runway made. The instructor landed without incident and we coasted to a hold short line just off of RWY YY. The aircraft had to be towed off the taxiway. Upon inspection; it became clear that the right inboard main tank was almost dry. Clearly; we should have been more concerned about the low tanks before we took off. They didn't look dangerously low and the flight was planned for short duration. But; we obviously erred. This was also a good reminder never to put too much trust in steam fuel gauges.


Second narrative: Upon takeoff at ZZZ our aircraft sputtered some; I pushed all three levers (throttle; prop and mixture) full forward to verify; and the engine ran smooth up to 1200 feet MSL. Then as I pulled the throttle back; we had a loss of power and made an immediate left turn onto runway YY. Then we turned off onto the taxiway; and shut down the aircraft. Upon further inspection; on the ground; we noticed that we had low fuel in the right tank. We did not burn solely from the right main tank in flight; we had switched tanks once prior due to the short flight. I believe to prevent this from happening again; there should be a regulator indication of changing fuel tanks so many minutes; also I was unaware you need the tip tanks topped off prior to a flight; which I now know.


Synopsis: PA32 pilot and flight instructor reported a loss of power and return to the airport apparently due to fuel starvation.