What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Narrative: we had just climbed 1000 feet from 6500 MSL to 7500. The ride was slightly bumpy and we were now 2000 feet above the ground and had hiway 97 off the right nose. There was sudden fuel starvation at which time I turned on the electric fuel pump, and switched to two other tanks. My daughter was seated next to me and was saying we are all going to die. I told her we will land on the road down there and my wife placed pillows on her head and ordered her to bend over and hold the pillows firmly. Me wife then secured herself in the last row of seats in this cherokee six. There was minimal traffic to the distant east so I decided to put on all flaps at once as I passed over the road at right angles, and also started to turn to the left. I desired a steep descent to get onto the road while it was straight and also to beat traffic over a mile away. I touched down on center line and when I saw the first oncoming car, steered to the right slicing my right tip tank on the snow markers. Two cars passed by my left wing tip and they were not hit. They were well onto the berm which was maintained beautifully. As I slowed down I could see a distant truck coming so as luck woul d have it there was a nice turn out on the opposite side of the road onto which I turned. Approximately 2 gallons of gas ran out onto the ground which cal trans came out to remove later. I was taken to the cal trans station at grass lake maintenance where I started to make calls to someone who could help with repairs. Mr. Steinbach of klamath aviation agreed to drive out to diagnose the problem. After trouble shooting, it was decided that the bendix fuel servo had shut down all but idle fuel flow. My wife and child had arranged for a ride on to sunriver so I decided to stay with the aircraft for security sake as well to be prepared to fly off the next day as the cal trans and chp agreed to permit me to do so. One of the cal trans fellows by the name of kurt sindorf brought me sleeping pad and water and accompanied me with his firearm because of the less than trustworthy characters that travel the road, and who also stopped to see what was going on. We felt less than secure for our personal safety, and the security of the aircraft. I called Mr. Steinbach at noon on Friday the 29th of July and he informed me that the part was available from avitech in san leandro. He had no way to fly down Friday to pick it up so I called my mechanic at sonoma aviation maintenance. He had no pilot available so corporate air charter group was called to fly to oakland airport to pick up the part for delivery to klamath aircraft. It could have been federal expressed to arrive on Saturday but no mechanic would have been available, and I did not wish to be any further burden to the forestry service, cal trans and the chp. Reading between the lines, I understood that the officials wished the aircraft removed as soon as possible and were willing to allow me to fly out. I did not wish to wait around until Monday for repairs and risk having to disassemble should another official send down such a command. As it were the bill to deliver the part was $1200 in a Cessna 340.l the part plus labor cost $1773.06. We installed the new overhauled servo and flew the plane off late afternoon Friday, 29, August. I flew to klamath aviation and stayed overnight. I continued to sunriver the next morning. We flew home to gnoss field on August 1, 1994. As of this date August 10, the aircraft is awaiting repair of the tip tank. Analysis of failed part; on August 9, I stood by with a Mr. Frank ramos at avitech privacy data omitted while the unit was bench checked. It did not flow and upon removal of the brass plug nut it was discovered that a small nut no larger than one eighth inch across had backed off the spring retainer which applies force to a spring which applies force to the air diaphragm. This is what caused the engine to go to full lean condition. This unit was overhauled in 1981 by precision aermotive at houston hobby airport. They went out of business 5 years ago I am told by hatfield aviation privacy data omitted I alerted their bench mechanic who does fuel service to get the word out to their clients. I suggest a letter go out to precision airmotive c/o jeff stevens privacy data omitted to alert all shops in the houston area where work may have been done for aircraft owners. Precision in everett is not the same company as existed in houston. They do own bendix though. I think a malfunction report should be initiated. Any yellow tag stapled in a logbook with precision aermotive of houston should be red tagged at least on the rsa 10 ED1 fuel injection servo, or any other for that matter. Please let me know how I can further be informed if anything is being done on your part or precision in everett Washington. With hatfield's help, I believe you could track down this man who did servos for precision aermotive in houston. This statement is long to satisfy insurance and FSDO needs. Sincerely yours, jack bazler.
As the FAA filed it
NARRATIVE: WE HAD JUST CLIMBED 1000 FEET FROM 6500 MSL TO 7500. THE RIDE WAS SLIGHTLY BUMPY AND WE WERE NOW 2000 FEET ABOVE THE GROUND AND HAD HIWAY 97 OFF THE RIGHT NOSE. THERE WAS SUDDEN FUEL STARVATION AT WHICH TIME I TURNED ON THE ELECTRIC FUEL PUMP, AND SWITCHED TO TWO OTHER TANKS. MY DAUGHTER WAS SEATED NEXT TO ME AND WAS SAYING WE ARE ALL GOING TO DIE. I TOLD HER WE WILL LAND ON THE ROAD DOWN THERE AND MY WIFE PLACED PILLOWS ON HER HEAD AND ORDERED HER TO BEND OVER AND HOLD THE PILLOWS FIRMLY. ME WIFE THEN SECURED HERSELF IN THE LAST ROW OF SEATS IN THIS CHEROKEE SIX. THERE WAS MINIMAL TRAFFIC TO THE DISTANT EAST SO I DECIDED TO PUT ON ALL FLAPS AT ONCE AS I PASSED OVER THE ROAD AT RIGHT ANGLES, AND ALSO STARTED TO TURN TO THE LEFT. I DESIRED A STEEP DESCENT TO GET ONTO THE ROAD WHILE IT WAS STRAIGHT AND ALSO TO BEAT TRAFFIC OVER A MILE AWAY. I TOUCHED DOWN ON CENTER LINE AND WHEN I SAW THE FIRST ONCOMING CAR, STEERED TO THE RIGHT SLICING MY RIGHT TIP TANK ON THE SNOW MARKERS. TWO CARS PASSED BY MY LEFT WING TIP AND THEY WERE NOT HIT. THEY WERE WELL ONTO THE BERM WHICH WAS MAINTAINED BEAUTIFULLY. AS I SLOWED DOWN I COULD SEE A DISTANT TRUCK COMING SO AS LUCK WOUL D HAVE IT THERE WAS A NICE TURN OUT ON THE OPPOSITE SIDE OF THE ROAD ONTO WHICH I TURNED. APPROXIMATELY 2 GALLONS OF GAS RAN OUT ONTO THE GROUND WHICH CAL TRANS CAME OUT TO REMOVE LATER. I WAS TAKEN TO THE CAL TRANS STATION AT GRASS LAKE MAINTENANCE WHERE I STARTED TO MAKE CALLS TO SOMEONE WHO COULD HELP WITH REPAIRS. MR. STEINBACH OF KLAMATH AVIATION AGREED TO DRIVE OUT TO DIAGNOSE THE PROBLEM. AFTER TROUBLE SHOOTING, IT WAS DECIDED THAT THE BENDIX FUEL SERVO HAD SHUT DOWN ALL BUT IDLE FUEL FLOW. MY WIFE AND CHILD HAD ARRANGED FOR A RIDE ON TO SUNRIVER SO I DECIDED TO STAY WITH THE AIRCRAFT FOR SECURITY SAKE AS WELL TO BE PREPARED TO FLY OFF THE NEXT DAY AS THE CAL TRANS AND CHP AGREED TO PERMIT ME TO DO SO. ONE OF THE CAL TRANS FELLOWS BY THE NAME OF KURT SINDORF BROUGHT ME SLEEPING PAD AND WATER AND ACCOMPANIED ME WITH HIS FIREARM BECAUSE OF THE LESS THAN TRUSTWORTHY CHARACTERS THAT TRAVEL THE ROAD, AND WHO ALSO STOPPED TO SEE WHAT WAS GOING ON. WE FELT LESS THAN SECURE FOR OUR PERSONAL SAFETY, AND THE SECURITY OF THE AIRCRAFT. I CALLED MR. STEINBACH AT NOON ON FRIDAY THE 29TH OF JULY AND HE INFORMED ME THAT THE PART WAS AVAILABLE FROM AVITECH IN SAN LEANDRO. HE HAD NO WAY TO FLY DOWN FRIDAY TO PICK IT UP SO I CALLED MY MECHANIC AT SONOMA AVIATION MAINTENANCE. HE HAD NO PILOT AVAILABLE SO CORPORATE AIR CHARTER GROUP WAS CALLED TO FLY TO OAKLAND AIRPORT TO PICK UP THE PART FOR DELIVERY TO KLAMATH AIRCRAFT. IT COULD HAVE BEEN FEDERAL EXPRESSED TO ARRIVE ON SATURDAY BUT NO MECHANIC WOULD HAVE BEEN AVAILABLE, AND I DID NOT WISH TO BE ANY FURTHER BURDEN TO THE FORESTRY SERVICE, CAL TRANS AND THE CHP. READING BETWEEN THE LINES, I UNDERSTOOD THAT THE OFFICIALS WISHED THE AIRCRAFT REMOVED AS SOON AS POSSIBLE AND WERE WILLING TO ALLOW ME TO FLY OUT. I DID NOT WISH TO WAIT AROUND UNTIL MONDAY FOR REPAIRS AND RISK HAVING TO DISASSEMBLE SHOULD ANOTHER OFFICIAL SEND DOWN SUCH A COMMAND. AS IT WERE THE BILL TO DELIVER THE PART WAS $1200 IN A CESSNA 340.L THE PART PLUS LABOR COST $1773.06. WE INSTALLED THE NEW OVERHAULED SERVO AND FLEW THE PLANE OFF LATE AFTERNOON FRIDAY, 29, AUGUST. I FLEW TO KLAMATH AVIATION AND STAYED OVERNIGHT. I CONTINUED TO SUNRIVER THE NEXT MORNING. WE FLEW HOME TO GNOSS FIELD ON AUGUST 1, 1994. AS OF THIS DATE AUGUST 10, THE AIRCRAFT IS AWAITING REPAIR OF THE TIP TANK. ANALYSIS OF FAILED PART; ON AUGUST 9, I STOOD BY WITH A MR. FRANK RAMOS AT AVITECH ^PRIVACY DATA O^ WHILE THE UNIT WAS BENCH CHECKED. IT DID NOT FLOW AND UPON REMOVAL OF THE BRASS PLUG NUT IT WAS DISCOVERED THAT A SMALL NUT NO LARGER THAN ONE EIGHTH INCH ACROSS HAD BACKED OFF THE SPRING RETAINER WHICH APPLIES FORCE TO A SPRING WHICH APPLIES FORCE TO THE AIR DIAPHRAGM. THIS IS WHAT CAUSED THE ENGINE TO GO TO FULL LEAN CONDITION. THIS UNIT WAS OVERHAULED IN 1981 BY PRECISION AERMOTIVE AT HOUSTON HOBBY AIRPORT. THEY WENT OUT OF BUSINESS 5 YEARS AGO I AM TOLD BY HATFIELD AVIATION ^PRIVACY DATA OMIT^ I ALERTED THEIR BENCH MECHANIC WHO DOES FUEL SERVICE TO GET THE WORD OUT TO THEIR CLIENTS. I SUGGEST A LETTER GO OUT TO PRECISION AIRMOTIVE C/O JEFF STEVENS ^PRIVACY DATA O^ TO ALERT ALL SHOPS IN THE HOUSTON AREA WHERE WORK MAY HAVE BEEN DONE FOR AIRCRAFT OWNERS. PRECISION IN EVERETT IS NOT THE SAME COMPANY AS EXISTED IN HOUSTON. THEY DO OWN BENDIX THOUGH. I THINK A MALFUNCTION REPORT SHOULD BE INITIATED. ANY YELLOW TAG STAPLED IN A LOGBOOK WITH PRECISION AERMOTIVE OF HOUSTON SHOULD BE RED TAGGED AT LEAST ON THE RSA 10 ED1 FUEL INJECTION SERVO, OR ANY OTHER FOR THAT MATTER. PLEASE LET ME KNOW HOW I CAN FURTHER BE INFORMED IF ANYTHING IS BEING DONE ON YOUR PART OR PRECISION IN EVERETT WASHINGTON. WITH HATFIELD'S HELP, I BELIEVE YOU COULD TRACK DOWN THIS MAN WHO DID SERVOS FOR PRECISION AERMOTIVE IN HOUSTON. THIS STATEMENT IS LONG TO SATISFY INSURANCE AND FSDO NEEDS. SINCERELY YOURS, JACK BAZLER.