What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) N694T crashed on landing in Paducah, Kentucky on 02-03-07. 14:45 local time, Paducah tower: tower cleared N694T for take off. Just after take off N694T requested to return to the airport, stated he was having problems. The tower cleared N694T to land on runway 22. The tower tried several times to contact N694T to no avail. The nature of the problem was never disclosed. The aircraft crashed during landing on runway 22. Pilot statement: after take-off, engines did not sound right, notified tower and requested return to airport. Switched the fuel tanks, engines still did not sound right. Landed with flaps out and gear green light. Touched down and the nose and right main gear collapsed. Airport manager statement at the scene stated: propeller strikes in the runway show that both propellers contacted the runway at the same time. Both propellers were bent around the cowling indicating that the engines were at high power upon landing. Inspector statement February 6, 2007: together with inspectors privacy data omitted , I privacy data omitted assisted in performing an incident investigation on N694T at Paducah airport (kpah), Kentucky, on February 5, 2007 . An inspection of the main auxiliary fuel tank for water contamination was performed, the following was observed: the aircraft's left and right main fuel tanks showed no evidence of water contamination. An attempt to get a sample from the left auxiliary fuel tank indicated that the tank was empty. A sample of the right auxiliary fuel tank was not possible due to a stuck sump drain. An attempt to unfreeze the drain was made by a mechanic from midwest aviation and was unsuccessful. Power was supplied to the aircraft to get an indication of the fuel quantity gauges. The fuel quantity gauges indicated that the left and right main fuel tanks were empty and the auxiliary left and right tanks showed half full. I asked the pilot if he sumped all tanks prior to Saturday's flight, he stated that he always checks the main tanks, when asked about the auxiliary tanks he did not respond with an answer. The pilot stated that the engines were running fine on landing. Analysis: the pilot privacy data omitted the pilot of N694T did not complete a proper preflight when he neglected to sump all the fuel tanks. The pilot privacy data omitted also departed the airport with a minimum amount of fuel in the main fuel tanks. (The flight lasted approximately five minutes, the fuel indication after the crash mains empty, aux tanks one half full). The pilot privacy data omitted stated that the engines did not sound right. The aircraft had been parked outside in frigid temperatures, there is the possibility that the engine oil temperature were not up to operating temperature. This could have prevented the propellers from going to fine pitch which would give a different sound than fine pitch at full power. This would also account why the engines sounded ok on landing after the oil temperature reached the normal operating range. On landing, both propellers contacted the runway at the same time. This indicates that a nose down landing was attempted or the nose gear collapsed. Both propellers were severely bent indicating that the engines were turning at high power. Conclusion: privacy data omitted .
As the FAA filed it
(-23) N694T CRASHED ON LANDING IN PADUCAH, KENTUCKY ON 02-03-07. 14:45 LOCAL TIME, PADUCAH TOWER: TOWER CLEARED N694T FOR TAKE OFF. JUST AFTER TAKE OFF N694T REQUESTED TO RETURN TO THE AIRPORT, STATED HE WAS HAVING PROBLEMS. THE TOWER CLEARED N694T TO LAND ON RUNWAY 22. THE TOWER TRIED SEVERAL TIMES TO CONTACT N694T TO NO AVAIL. THE NATURE OF THE PROBLEM WAS NEVER DISCLOSED. THE AIRCRAFT CRASHED DURING LANDING ON RUNWAY 22. PILOT STATEMENT: AFTER TAKE-OFF, ENGINES DID NOT SOUND RIGHT, NOTIFIED TOWER AND REQUESTED RETURN TO AIRPORT. SWITCHED THE FUEL TANKS, ENGINES STILL DID NOT SOUND RIGHT. LANDED WITH FLAPS OUT AND GEAR GREEN LIGHT. TOUCHED DOWN AND THE NOSE AND RIGHT MAIN GEAR COLLAPSED. AIRPORT MANAGER STATEMENT AT THE SCENE STATED: PROPELLER STRIKES IN THE RUNWAY SHOW THAT BOTH PROPELLERS CONTACTED THE RUNWAY AT THE SAME TIME. BOTH PROPELLERS WERE BENT AROUND THE COWLING INDICATING THAT THE ENGINES WERE AT HIGH POWER UPON LANDING. INSPECTOR STATEMENT FEBRUARY 6, 2007: TOGETHER WITH INSPECTORS ^PRIVACY DATA OMITTED^ , I ^PRIVACY DATA OMIT^ ASSISTED IN PERFORMING AN INCIDENT INVESTIGATION ON N694T AT PADUCAH AIRPORT (KPAH), KENTUCKY, ON FEBRUARY 5, 2007 . AN INSPECTION OF THE MAIN AUXILIARY FUEL TANK FOR WATER CONTAMINATION WAS PERFORMED, THE FOLLOWING WAS OBSERVED: THE AIRCRAFT'S LEFT AND RIGHT MAIN FUEL TANKS SHOWED NO EVIDENCE OF WATER CONTAMINATION. AN ATTEMPT TO GET A SAMPLE FROM THE LEFT AUXILIARY FUEL TANK INDICATED THAT THE TANK WAS EMPTY. A SAMPLE OF THE RIGHT AUXILIARY FUEL TANK WAS NOT POSSIBLE DUE TO A STUCK SUMP DRAIN. AN ATTEMPT TO UNFREEZE THE DRAIN WAS MADE BY A MECHANIC FROM MIDWEST AVIATION AND WAS UNSUCCESSFUL. POWER WAS SUPPLIED TO THE AIRCRAFT TO GET AN INDICATION OF THE FUEL QUANTITY GAUGES. THE FUEL QUANTITY GAUGES INDICATED THAT THE LEFT AND RIGHT MAIN FUEL TANKS WERE EMPTY AND THE AUXILIARY LEFT AND RIGHT TANKS SHOWED HALF FULL. I ASKED THE PILOT IF HE SUMPED ALL TANKS PRIOR TO SATURDAY'S FLIGHT, HE STATED THAT HE ALWAYS CHECKS THE MAIN TANKS, WHEN ASKED ABOUT THE AUXILIARY TANKS HE DID NOT RESPOND WITH AN ANSWER. THE PILOT STATED THAT THE ENGINES WERE RUNNING FINE ON LANDING. ANALYSIS: THE PILOT ^PRIVACY DATA OM^ THE PILOT OF N694T DID NOT COMPLETE A PROPER PREFLIGHT WHEN HE NEGLECTED TO SUMP ALL THE FUEL TANKS. THE PILOT ^PRIVACY DA^ ALSO DEPARTED THE AIRPORT WITH A MINIMUM AMOUNT OF FUEL IN THE MAIN FUEL TANKS. (THE FLIGHT LASTED APPROXIMATELY FIVE MINUTES, THE FUEL INDICATION AFTER THE CRASH MAINS EMPTY, AUX TANKS ONE HALF FULL). THE PILOT ^PRIVACY DATA OM^ STATED THAT THE ENGINES DID NOT SOUND RIGHT. THE AIRCRAFT HAD BEEN PARKED OUTSIDE IN FRIGID TEMPERATURES, THERE IS THE POSSIBILITY THAT THE ENGINE OIL TEMPERATURE WERE NOT UP TO OPERATING TEMPERATURE. THIS COULD HAVE PREVENTED THE PROPELLERS FROM GOING TO FINE PITCH WHICH WOULD GIVE A DIFFERENT SOUND THAN FINE PITCH AT FULL POWER. THIS WOULD ALSO ACCOUNT WHY THE ENGINES SOUNDED OK ON LANDING AFTER THE OIL TEMPERATURE REACHED THE NORMAL OPERATING RANGE. ON LANDING, BOTH PROPELLERS CONTACTED THE RUNWAY AT THE SAME TIME. THIS INDICATES THAT A NOSE DOWN LANDING WAS ATTEMPTED OR THE NOSE GEAR COLLAPSED. BOTH PROPELLERS WERE SEVERELY BENT INDICATING THAT THE ENGINES WERE TURNING AT HIGH POWER. CONCLUSION: ^PRIVACY DATA OMITTED^ .