On July 27, 2012, about 1535 eastern daylight time, a Beechcraft 95-A55, N1572S, sustained substantial damage during a forced landing near Homerville, Georgia. The private pilot and passenger were not injured. The airplane was registered to and operated by Spread Your Wings LLC., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight from Douglas Municipal Airport (DQH), Georgia to Flying Ten Airport (0J8), Archer, Florida. The flight originated from DQH at 1500.

The pilot reported that while in cruise flight at 5,000 feet mean sea level, approximately five nautical miles from Homerville Airport (HOE), Homerville, Georgia, there was a sudden loss of power in the left engine. The pilot reported no indication of a loss in oil pressure or increased engine temperature prior to the loss of power. The pilot feathered the left propeller and began a descent into HOE. Although the left propeller was feathered, the airplane could not maintain altitude. The pilot realized he would not be able to make it to HOE and decided to make a forced landing on a road. During the landing roll out the airplane veered off the road into a ditch.

Examination of the airplane by a Federal Aviation Administration inspector on scene confirmed structural damage to the fuselage, wings, and empennage. The airplane was defueled and no debris was found within the fuel prior to the aircraft recovery.

During the examination of the left engine a test run was conducted. It was noted that the engine would only run when the airframe electric fuel boost pump was in the on position. When the boost pump was turned off the engine would stop running. The engine driven fuel pump was removed and examined. The drive coupling was intact and not damaged, and the fuel pump drive shaft rotated freely. The engine driven fuel pump was removed and sent to Continental Motors Incorporated (CMI) Analytical Department for examination. The engine driven fuel pump was flow tested and disassembled by CMI under the supervision of a NTSB investigator. During the examination, debris was found blocking the vapor return jet in the fuel pump. Once the debris was removed, the fuel pump flowed correctly. A review of the left engine logbook revealed that the fuel line from the firewall to engine driven fuel pump was replaced the day prior to the accident.