What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 10/10/2021 @ 16:49privacy data omitted was cleared to enter the delta airspace of kemt descending north of the airport near Mt. Wilson. Conditions were VFR@ kemt and ATC advised privacy data omitted was cleared for modified straight in for runway 19. He complied with ATC instructions and continued his descent and maintained 145 KTS indicated air speed toward the numbers for runway 19. When he was about 2 miles from the runway, he began to slow to 82 KTS and prepared to configure the aircraft for landing with a stabilized approach. The engine was making full power prior to him pulling back to idle to slow for landing configuration. Per privacy data omitted, he verified that the left fuel tank (fullest tank based off instruments), both electrical fuel pumps were on, fuel pressure was nominal (50PSI), all other instruments were nominal and the engine was making full power. He had 4 gallons of fuel in the left tank and 4 gallons on the right tank (total 8 gallons (more than VFR required reserves)). He deployed the flaps (35 degrees) and the gear. The engine was set to 5700 RPM via the electric prop controller (constant speed). He did his final ?gumps? Check verifying the aircraft was properly configured and he prepared to land.
ATC then approved s-turns for proper aircraft spacing (the aircraft that had landed had not yet exited the runway), so he did one turn to the east/west (standard rate 5 degrees) and one to the west/east (standard rate 5 degrees). He was now less than a mile from runway 19 around 400 feet AGL. When he leveled the wings after the last turn, the engine began to ?sputter? Consistent with fuel starvation. He immediately retracted 10 degrees of flaps to reduce drag, pushed the nose down, and he maintained vx at 70KTS. One second later he realized that he did not have enough energy/altitude to clear the fence and make the airport property (let alone runway 19). He reflexively diverted to the west towards the concrete culvert/wash west of the airport. The engine stopped about a second later. During his final descent into the culvert, he flared and touched down about 3 seconds later on the mains at 66KTS. He immediately informed the tower that he was ?ok?. He then exited the aircraft and pushed it back under the lower azusa overpass to avoid making a scene and waited for the heavy lift crane to move the aircraft. He verified fuel in the tanks by opening the fuel tank sumps on each wing tank. Fuel drained from each tank. He attempted to restart the aircraft and it would not restart (cranked engine for 10-15 seconds with both fuel pumps running) low fuel pressure was displayed. Two hours later, the aircraft was then successfully repositioned onto airport property using a heavy lift crane. Aircraft was returned to his hangar undamaged and no injury.
As the FAA filed it
ON 10/10/2021 @ 16:49^PRIVACY DATA OMITTED^ WAS CLEARED TO ENTER THE DELTA AIRSPACE OF KEMT DESCENDING NORTH OF THE AIRPORT NEAR MT. WILSON. CONDITIONS WERE VFR@ KEMT AND ATC ADVISED ^PRIVACY DATA OMITTED^ WAS CLEARED FOR MODIFIED STRAIGHT IN FOR RUNWAY 19. HE COMPLIED WITH ATC INSTRUCTIONS AND CONTINUED HIS DESCENT AND MAINTAINED 145 KTS INDICATED AIR SPEED TOWARD THE NUMBERS FOR RUNWAY 19. WHEN HE WAS ABOUT 2 MILES FROM THE RUNWAY, HE BEGAN TO SLOW TO 82 KTS AND PREPARED TO CONFIGURE THE AIRCRAFT FOR LANDING WITH A STABILIZED APPROACH. THE ENGINE WAS MAKING FULL POWER PRIOR TO HIM PULLING BACK TO IDLE TO SLOW FOR LANDING CONFIGURATION. PER ^PRIVACY DATA OMITTED^, HE VERIFIED THAT THE LEFT FUEL TANK (FULLEST TANK BASED OFF INSTRUMENTS), BOTH ELECTRICAL FUEL PUMPS WERE ON, FUEL PRESSURE WAS NOMINAL (50PSI), ALL OTHER INSTRUMENTS WERE NOMINAL AND THE ENGINE WAS MAKING FULL POWER. HE HAD 4 GALLONS OF FUEL IN THE LEFT TANK AND 4 GALLONS ON THE RIGHT TANK (TOTAL 8 GALLONS (MORE THAN VFR REQUIRED RESERVES)). HE DEPLOYED THE FLAPS (35 DEGREES) AND THE GEAR. THE ENGINE WAS SET TO 5700 RPM VIA THE ELECTRIC PROP CONTROLLER (CONSTANT SPEED). HE DID HIS FINAL ?GUMPS? CHECK VERIFYING THE AIRCRAFT WAS PROPERLY CONFIGURED AND HE PREPARED TO LAND.
ATC THEN APPROVED S-TURNS FOR PROPER AIRCRAFT SPACING (THE AIRCRAFT THAT HAD LANDED HAD NOT YET EXITED THE RUNWAY), SO HE DID ONE TURN TO THE EAST/WEST (STANDARD RATE 5 DEGREES) AND ONE TO THE WEST/EAST (STANDARD RATE 5 DEGREES). HE WAS NOW LESS THAN A MILE FROM RUNWAY 19 AROUND 400 FEET AGL. WHEN HE LEVELED THE WINGS AFTER THE LAST TURN, THE ENGINE BEGAN TO ?SPUTTER? CONSISTENT WITH FUEL STARVATION. HE IMMEDIATELY RETRACTED 10 DEGREES OF FLAPS TO REDUCE DRAG, PUSHED THE NOSE DOWN, AND HE MAINTAINED VX AT 70KTS. ONE SECOND LATER HE REALIZED THAT HE DID NOT HAVE ENOUGH ENERGY/ALTITUDE TO CLEAR THE FENCE AND MAKE THE AIRPORT PROPERTY (LET ALONE RUNWAY 19). HE REFLEXIVELY DIVERTED TO THE WEST TOWARDS THE CONCRETE CULVERT/WASH WEST OF THE AIRPORT. THE ENGINE STOPPED ABOUT A SECOND LATER. DURING HIS FINAL DESCENT INTO THE CULVERT, HE FLARED AND TOUCHED DOWN ABOUT 3 SECONDS LATER ON THE MAINS AT 66KTS. HE IMMEDIATELY INFORMED THE TOWER THAT HE WAS ?OK?. HE THEN EXITED THE AIRCRAFT AND PUSHED IT BACK UNDER THE LOWER AZUSA OVERPASS TO AVOID MAKING A SCENE AND WAITED FOR THE HEAVY LIFT CRANE TO MOVE THE AIRCRAFT. HE VERIFIED FUEL IN THE TANKS BY OPENING THE FUEL TANK SUMPS ON EACH WING TANK. FUEL DRAINED FROM EACH TANK. HE ATTEMPTED TO RESTART THE AIRCRAFT AND IT WOULD NOT RESTART (CRANKED ENGINE FOR 10-15 SECONDS WITH BOTH FUEL PUMPS RUNNING) LOW FUEL PRESSURE WAS DISPLAYED. TWO HOURS LATER, THE AIRCRAFT WAS THEN SUCCESSFULLY REPOSITIONED ONTO AIRPORT PROPERTY USING A HEAVY LIFT CRANE. AIRCRAFT WAS RETURNED TO HIS HANGAR UNDAMAGED AND NO INJURY.