INSTRUCTOR AND STUDENT PLTS ABOARD PA28 SUFFER ENG FAILURE DUE TO FUEL EXHAUSTION IN SELECTED TANK. MAKE DEAD STICK EMER LNDG AT ZZZ.

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I WAS CONDUCTING TRAINING FOR A STUDENT IN A PA28R FOR A COMMERCIAL CERTIFICATE AND WAS CONDUCTING MAX PERFORMANCE TKOFS AND LNDGS. WE HAD JUST TAKEN OFF AND TURNED DOWNWIND WHEN THE ENG SPUTTERED AND QUIT. I WAS ABEAM THE DEP END OF ZZZ1 (3000 FT IN LENGTH). I DECLARED AN EMER AND LANDED DOWNWIND ON RWY 13R AND STOPPED WITHOUT INCIDENT. SUBSEQUENTLY; I RESTARTED THE ENG AND TAXIED TO THE RAMP. FORTUNATELY; THE WIND WAS CALM SO THE DOWNWIND LNDG WAS NOT A PROB. ALSO; WE MANAGED TO GET THE GEAR DOWN AND LOCKED PRIOR TO TOUCHDOWN. CONTRIBUTING FACTORS: 1) FAILED TO USE COMPLETE CHKLIST WHICH IS FUEL ON FULLEST TANK. 2) WE HAD FLOWN THE SAME AIRPLANE THE NIGHT BEFORE. THE ACFT OPERATOR KEEPS THE TANK AT THE TABS. I CHKED THE FUEL IN THE R TANK AND IT APPEARED TO BE AT THE TAB. THE OPERATOR ROUTINELY FUELS THE AIRPLANE IN THE MORNING; SO I ASSUMED THAT THE ACFT HAD BEEN FUELED. APPROX 1 HR THE NIGHT BEFORE AND AN ADDITIONAL HR ON THE SAME TANK RESULTED IN FUEL EXHAUSTION IN THE R TANK. ALSO; I NEVER CHKED THE GAUGES FOR FUEL QUANTITY DURING THE FLT. 3) ALMOST ALL OF MY TIME FOR THE LAST 3 YRS OR SO; HAS BEEN IN C172 AND C182'S IN WHICH WE OPERATE ON BOTH TANKS MOST OF THE TIME AND USUALLY ON SHORT TRAINING FLTS OF 1-2 HRS. THEREFORE; SWITCHING OF TANKS DURING TRAINING FLTS IS USUALLY NOT NECESSARY. IF THE ENG HAD QUIT ON TKOF OR ON AN EXTENDED FINAL APCH; THIS WOULD HAVE BEEN A SERIOUS ACCIDENT. THIS IS MY FIRST EMER LNDG IN OVER 45 YRS OF FLYING EXPERIENCE AND IT RESULTED FROM A CLASSIC CASE OF FAILING TO FOLLOW THE ACFT CHKLIST AND POOR PREFLT ACTIONS.