On August 21, 1996, about 0049 eastern daylight time, a Cessna 210M, N732ST, operating as Flight Express 419, on a 14 CFR Part 135 nonscheduled, domestic, cargo flight, registered to Flight Express Incorporated, Orlando, Florida, reported a total loss of engine power in cruise flight in the vicinity of Opa Locka, Florida. A forced landing was made into the Everglades. Visual meteorological conditions prevailed and an IFR flight plan was filed. The airplane sustained substantial damage. The commercial pilot reported no injuries. The flight originated from Tampa, Florida, 1 hour 8 minutes before the accident. The pilot stated he was in cruise flight at 3,000 feet when the engine quit. He switched the fuel selector from the left tank to the right tank, moved the mixture to full rich, and attempted an engine start with negative results. He turned the auxiliary fuel pump on and attempted a second engine start. The engine started and quit about 2 to 3 seconds later. He made a "May Day" call and was informed by Miami Approach Control that Opa Locka West Airport, was at his 12 o' clock position. A short time later, approach control informed him that he would not be able to reach the airport, and that he should attempt a landing on the highway. He turned towards the highway, realized he would not make it, and made a gear up landing into the Everglades. After exiting the airplane, he reentered the cabin area to obtain a flashlight. He checked the left and right fuel tanks. The left tank was empty and the right tank had fuel. The pilot stated in an initial interview with the NTSB investigator-in-charge on August 21, 1996, that he visually checked the fuel tanks during the preflight inspection, but he did not stick the fuel tanks. He also stated he did not turn the auxiliary fuel pump on during his first attempt to restart the engine. The pilot stated in a subsequent interview on September 4, 1996, that his initial statement provided to the NTSB was incorrect, which was attributed to being awake for an extended period of time. He stated he misunderstood the question when asked if he visually checked his fuel tanks. He thought that included sticking the fuel tanks. He further stated that when the engine quit, he used the auxiliary fuel pump, as well as on the second attempt to start the engine which was unsuccessful. Review of the pilot's duty record revealed he reported for duty on August 19, 1996, at 2015, and signed off duty at 0855 on August 20, 1996. He was off duty for 11 hours 20 minutes before reporting for duty on August 20, 1996, at 2015. The pilot provided his initial statement to the NTSB on August 21, 1996, 13 hours after he reported for duty. Review of departure and arrival times entered by the pilot on the Flight Express Data Transfer Form were inconsistent with the times provided by the FAA and refueling personnel. Refueling slips provided by HUSTA International Aviation, revealed the airplane was refueled on August 20, 1996, at 0130 and 2032. Examination of the airframe, flight controls, engine assembly and accessories revealed no evidence of a precrash failure or malfunction. The left and right wings were not damaged. Both fuel caps were tight and no leaks were observed. Review of the aircraft logbooks revealed no discrepancies relating to fuel quanity indications or fuel flow discrepancies. The airplane was transported to Opa Locka Airport, Opa Locka, Florida. The wings were reinstalled to provide a pressurized system for an engine test run. The engine started and was ran for 17 minutes. Toxicology studies of specimens from the pilot were performed by Amerijet Consortium, Fort Lauderdale, Florida. The drug test was negative. An alcohol test was not performed.