Accident Details
On March 25, 2019, at approximately 1210 eastern daylight time, a Beech 95B55, registration N323MT, was substantially damaged during an accident near Clewiston, Florida. The pilot sustained minor injuries, one passenger was seriously injured, and a second passenger was uninjured. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Preflight and Fueling
The pilot reported ordering 30 gallons of fuel (15 gallons per side) to be added to the airplane's auxiliary fuel tanks the night before the accident. On the day of the accident, the pilot conducted a preflight inspection before starting the engines and taxiing to the active runway, but he did not visually verify the fuel quantity in the tanks. The pilot took off with the fuel selector positioned to the main fuel tanks and climbed to 6,000 ft mean sea level (msl) for an estimated flight duration of 1 hour and 10 minutes.
Engine Failures and Landing
Shortly after leveling off, the left engine experienced a total loss of power. The pilot attempted to restart the engine but was unsuccessful and contacted air traffic control for vectors to the nearest airport. Within 5 minutes of the left engine failure, the right engine also lost power. The pilot attempted multiple restarts of the right engine while feathering and securing the left engine. The pilot stated that he could see the airport ahead but judged the altitude insufficient to glide to the runway, so he selected a field for a forced landing. During the landing, the airplane struck an irrigation ditch, causing substantial damage to the right wing and fuselage. Throughout the flight, the pilot did not move the fuel selectors from the main tank position. He also stated that he did not use a checklist during the engine shutdown procedures as he was focused on securing the engines.
Post-Accident Examination
A Federal Aviation Administration inspector examined the airplane and found that both main fuel tanks were empty. Both auxiliary fuel tanks contained fuel, but the exact quantity was not determined. The fuel selector valves were positioned to the main fuel tanks. A fuel receipt confirmed that the auxiliary tanks had been filled with 15 gallons each the day before the accident. The amount of fuel in the main tanks at takeoff could not be determined. Examination of both engines revealed no anomalies that would have prevented normal operation.