What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Reference attached sheets (record of telephone conversations dated 9-12-03 and 9-15-03, letter from dom, david humphries regarding findings at buy). Pilot indicated he did not know what caused the engine to quit during the phone interview dated 09-12-03 however when a/c arrived at buy he personally serviced with 10 gallons fuel. After contact with david humphries, dom burlington aviation I requested all fuel be drained and measured. 10.2 gallons were drained from the gascolator. This a/c has .2 gallons unusable per david humphries. Minnis and litka were present at time of engine start. Engine operation normal. Attached memo: on Friday, September 12, 2003, dick tate (owner/pilot) called in the morning. He said he was flying on Thursday 9/11/03 for about 6 hours. He said he was about 5 miles from Chapel Hill (Horace Williams) airport on final when the engine quit. He had to land in a cornfield and was going to disassemble the plane and bring it to ous at kbuy for repair. He arrived after 4:00 pm with the plane on a flatbed trailer. We assisted in removing the wings and fuselage from the flatbed. Immediately upon removing the fuselage, one of my lead mechanics turned on the master switch and checked the fuel quantity. The gauge read empty. Then dick tate had the line service worker operate the pump and dick serviced 10 gallons of fuel in the acft. On Monday, September 15, 2003, eric minnis, FAA aviation safety inspector from FSDO-SO-05 asked that we drain the fuel. We drained about (approximately 10.25 gallons). We inspected the gascolator, both fuel pump screens, and the fuel filter for contamination (as recommended by lockwood aviation tech support). We discovered minor debris, but nothing major. We serviced the fuel back in the acft. We performed a ground run of the engine. No abnormalities occurred other than an over boost condition which was already being worked by us.
As the FAA filed it
(-23) REFERENCE ATTACHED SHEETS (RECORD OF TELEPHONE CONVERSATIONS DATED 9-12-03 AND 9-15-03, LETTER FROM DOM, DAVID HUMPHRIES REGARDING FINDINGS AT BUY). PILOT INDICATED HE DID NOT KNOW WHAT CAUSED THE ENGINE TO QUIT DURING THE PHONE INTERVIEW DATED 09-12-03 HOWEVER WHEN A/C ARRIVED AT BUY HE PERSONALLY SERVICED WITH 10 GALLONS FUEL. AFTER CONTACT WITH DAVID HUMPHRIES, DOM BURLINGTON AVIATION I REQUESTED ALL FUEL BE DRAINED AND MEASURED. 10.2 GALLONS WERE DRAINED FROM THE GASCOLATOR. THIS A/C HAS .2 GALLONS UNUSABLE PER DAVID HUMPHRIES. MINNIS AND LITKA WERE PRESENT AT TIME OF ENGINE START. ENGINE OPERATION NORMAL. ATTACHED MEMO: ON FRIDAY, SEPTEMBER 12, 2003, DICK TATE (OWNER/PILOT) CALLED IN THE MORNING. HE SAID HE WAS FLYING ON THURSDAY 9/11/03 FOR ABOUT 6 HOURS. HE SAID HE WAS ABOUT 5 MILES FROM CHAPEL HILL (HORACE WILLIAMS) AIRPORT ON FINAL WHEN THE ENGINE QUIT. HE HAD TO LAND IN A CORNFIELD AND WAS GOING TO DISASSEMBLE THE PLANE AND BRING IT TO OUS AT KBUY FOR REPAIR. HE ARRIVED AFTER 4:00 PM WITH THE PLANE ON A FLATBED TRAILER. WE ASSISTED IN REMOVING THE WINGS AND FUSELAGE FROM THE FLATBED. IMMEDIATELY UPON REMOVING THE FUSELAGE, ONE OF MY LEAD MECHANICS TURNED ON THE MASTER SWITCH AND CHECKED THE FUEL QUANTITY. THE GAUGE READ EMPTY. THEN DICK TATE HAD THE LINE SERVICE WORKER OPERATE THE PUMP AND DICK SERVICED 10 GALLONS OF FUEL IN THE ACFT. ON MONDAY, SEPTEMBER 15, 2003, ERIC MINNIS, FAA AVIATION SAFETY INSPECTOR FROM FSDO-SO-05 ASKED THAT WE DRAIN THE FUEL. WE DRAINED ABOUT (APPROXIMATELY 10.25 GALLONS). WE INSPECTED THE GASCOLATOR, BOTH FUEL PUMP SCREENS, AND THE FUEL FILTER FOR CONTAMINATION (AS RECOMMENDED BY LOCKWOOD AVIATION TECH SUPPORT). WE DISCOVERED MINOR DEBRIS, BUT NOTHING MAJOR. WE SERVICED THE FUEL BACK IN THE ACFT. WE PERFORMED A GROUND RUN OF THE ENGINE. NO ABNORMALITIES OCCURRED OTHER THAN AN OVER BOOST CONDITION WHICH WAS ALREADY BEING WORKED BY US.