BE20 SUFFERS LOSS OF BOTH ENGINES DUE TO FUEL STARVATION. ALL FOUR MAIN GEAR TIRES FAIL DURING MAXIMUM BRAKING ON TOUCHDOWN AT NEAREST ARPT.

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DEPARTED HOME BASE ON THE FIRST LEG OF A 2-LEG FLT; OF WHICH EACH LEG WAS APPROX 1 HR IN ENDURANCE. WHILE CRUISING AT FL190 ON THE RETURN LEG; THE R ENG BEGAN TO SURGE; FOLLOWED BY COMPLETE LOSS OF PWR. L ENG EXPERIENCED SIMILAR FAILURE WITHIN 1 MIN. DECLARED EMER WITH CTR; NAV'ED TO NEAREST ARPT AND EXECUTED DEAD-STICK LNDG. TOUCHED DOWN APPROX 300 FT FROM END OF RWY. APPLIED HVY BRAKING NEARING OPPOSITE END OF RWY; WHICH RESULTED IN DEFLATION OF ALL 4 MAIN TIRES. ACFT CAME TO STOP ON THE RWY CTRLINE 200 FT FROM THE END OF RWY. PROC FOR FUELING ACFT WAS TO HAVE OUTBOARD TANKS FILLED UPON RETURN TO HOME BASE ON EVERY FLT. PROC WAS CHANGED; UNBEKNOWNST TO ME; WITHIN THE PREVIOUS 2 WKS. FUEL GAUGES ON PREFLT OF ACFT INDICATED FULL OUTBOARDS; EMPTY AUX TANKS; AS WAS NORMAL. CREW MEMBER NOTED SAME. ACFT HAD BEEN WASHED THE PREVIOUS EVENING. KING AIR FUEL GAUGES HAVE A HISTORY OF INACCURACY -- ESPECIALLY WHEN MOISTURE IS INTRODUCED. WHEN ENG FAILURE OCCURRED; I BELIEVED THAT THERE WAS 2 1/2 HRS OF FUEL IN THE MAIN TANKS REMAINING. THE CAUSE OF THE PROB; I BELIEVE; WAS A CHAIN OF EVENTS. FIRST; THE FUELING PROC CHANGE. SECOND; THE FAULTY INDICATING SYS. VISUALLY CHKING THE FUEL ON THESE ACFT IS NOT PRACTICAL. MY SOLUTION NOW IS TO HAVE THE FUEL TRUCK TOP OFF THE MAINS; REGARDLESS OF WHAT THE INDICATIONS ARE.