Narrative:

I was acting as pilot in command of BE58. I was enroute ZZZ. This was a part 91 flight. When on descent to ZZZ my #2 engine began to run rough and surge. I immediately went full rich with the mixture and turned on the boost pump; first to low then high without a positive result. Shortly after this the # 1 engine did the same thing and again I did the same procedure. I advised center of my situation and he suggested ZZZ1 airport about 5 miles north of my position. I concurred started my turn; feathered the props; set the mixtures to cutoff and set my glide speed to 120 knots. I switched over to the unicom frequency and advised my position and intentions. After ensuring that I had the runway made I lowered the landing gear and made a normal flaps up landing. I had enough speed left to taxi clear of the runway. Neither my passengers nor I received any injuries. The airplane suffered no damage. After landing I determined that I had run out of fuel. Later investigation it was determined that line service had not fueled the airplane. As PIC I always check the fuel load. The BE58 has two fuel gauges on the wing located just outboard of the engine nacelles. When the tanks are full (81 gal usable) the arrow goes beyond the 60 gal mark to the full down position. It does not show 80 gal as that part of the fuel gage is black. I believed I had full tanks. They were; in fact; almost empty. Both indications read about the same. I believe the outside gauges to be more accurate than the panel mount fuel gauges and used use them to determine my exact fuel load. In the future I am going to require a receipt from the FBO telling me who fueled my airplane; how much fuel they put on and the time they did it. By keeping a positive flow of information I hope to never experience another incident like this again.

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Original NASA ASRS Text

Title: BE58 pilot reported engine failure due to fuel exhaustion.

Narrative: I was acting as pilot in command of BE58. I was enroute ZZZ. This was a Part 91 flight. When on descent to ZZZ my #2 engine began to run rough and surge. I immediately went full rich with the mixture and turned on the boost pump; first to low then high without a positive result. Shortly after this the # 1 engine did the same thing and again I did the same procedure. I advised Center of my situation and he suggested ZZZ1 airport about 5 miles north of my position. I concurred started my turn; feathered the props; set the mixtures to cutoff and set my glide speed to 120 knots. I switched over to the UNICOM frequency and advised my position and intentions. After ensuring that I had the runway made I lowered the landing gear and made a normal flaps up landing. I had enough speed left to taxi clear of the runway. Neither my passengers nor I received any injuries. The airplane suffered no damage. After landing I determined that I had run out of fuel. Later investigation it was determined that line service had not fueled the airplane. As PIC I always check the fuel load. The BE58 has two fuel gauges on the wing located just outboard of the engine nacelles. When the tanks are full (81 gal usable) the arrow goes beyond the 60 gal mark to the full down position. It does not show 80 gal as that part of the fuel gage is black. I believed I had full tanks. They were; in fact; almost empty. Both indications read about the same. I believe the outside gauges to be more accurate than the panel mount fuel gauges and used use them to determine my exact fuel load. In the future I am going to require a receipt from the FBO telling me who fueled my airplane; how much fuel they put on and the time they did it. By keeping a positive flow of information I hope to never experience another incident like this again.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.