Travelair 95
Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 60; Flight Crew Total 2700; Flight Crew Type 300
Human-Machine Interface; Communication Breakdown; Training / Qualification
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Flight Crew Diverted; Flight Crew Returned To Departure Airport
Human Factors; Procedure; Aircraft
My student was just completing the pre-flight of a Twin Beech 95 Travel Air when I joined him at the airplane. He was a Private Pilot; SE [single engine] and was working on his ME [multiengine] rating. This was only our second flight together. The student had not ordered any fuel prior to our lesson. I asked him how much fuel was onboard; as I normally do. He stated that all four tanks were full. As with most advanced students; I did not physically inspect the tanks myself. While doing the run-up check prior to takeoff I noticed the gauges for both main tanks were showing slightly over 1/4 full. I asked my student once more if he was sure the tanks are full; and he stated that they were. He stated that the fuel gauges on this plane don't work correctly and often show a low level when full. I remembered a very brief conversation with our Chief Flight Instructor approximately one month prior regarding inaccuracies in the fuel readings; but could not remember the details of our discussion. I incorrectly reasoned that the tanks must be full as the student stated; and the gauges must be incorrect; especially since older airplane gauges do not often read accurately. I made a mental note to write that up after we completed this lesson.After just over an hour of flight we began the RNAV (GPS) approach. Shortly after; we started losing our right engine. I instructed my student to proceed to the closest airport and maintain altitude while we worked through our Engine Failure Checklist. He had started the procedure; thinking I was simulating an engine failure on him. I switched tanks on the right engine from main to auxiliary and the engine power returned to normal. I queried the student once again on the fuel levels and he stated that the main tanks were full. At that point I felt there must be something wrong with the feed from the main tank. Since our auxiliary tanks were full and both engines were running normally; I instructed my student to now proceed back to [our destination]; maintaining altitude until closer in case any further problems developed. While on final to the runway I contemplated changing the left tank to the auxiliary position also. But still believing we had plenty of fuel I did not do that. We landed with no further problems. As we reached our parking space the left engine died. I exited the airplane and checked both main tanks visually. Both main tanks were empty. There was no indication of a fuel leak anywhere on the airplane. After talking with the flight instructor that had flown the airplane the day before he stated they had flown it for 1.9 hours; and as is normal practice they did not order fuel after their flight. The student still insisted he observed full tanks prior to beginning our flight. I will now make it a standard practice to physically inspect the fuel level myself prior to any flight.
BE-95 instructor disregarded fuel quantity gauges and accepted student pilot's assurance that tanks were full. After approximately one hour of flight the right engine lost power. Power was restored by switching to the auxiliary tank. Upon return to home field; left engine quit on the ramp due to fuel exhaustion.