On April 10, 2003, at 1415 eastern standard time, a Beech K35, N614Q, collided with the terrain during a forced landing in Richmond, Indiana, following a loss of engine power. The pilot received serious injuries. The airplane was substantially damaged. The 14 CFR Part 91 ferry flight was being conducted in visual meteorological conditions. A visual flight rules (VFR) flight plan was filed for the cross country flight. The flight originated from the Montgomery County Airport (GAI), Gaithersburg, Maryland, at 1206 eastern standard time. The intended destination for an en route stop was the Eagle Creek Airport (EYE) Indianapolis, Indiana. The pilot was ferrying the airplane to California for the new owner when the accident occurred. The pilot was attempting to make a forced landing at the Richmond Municipal Airport (RID), Richmond, Indiana, following a loss of engine power. He reported banking the airplane to avoid striking power lines. Shortly after the airplane descended into the terrain and came to rest inverted approximately one-half mile east of RID. The previous aircraft owner stated the airplane had not been flown for approximately 10 years and had been 8 years since the engine was started. The airplane was purchased in March 2003 by a pilot from California. The new owner made arrangements with a pilot/mechanic in California to ferry the airplane from Maryland to California. On March 19, 2003, the pilot/mechanic made some repairs to the airplane which included cleaning out the fuel tanks. He reported that he then fueled the airplane with 47.5 gallons of fuel and he did not start the airplane after it was fueled. He stated he was not able to obtain some other replacement parts for the airplane so he returned to California without the airplane. In April the new owner traveled to Maryland. He stated he changed the mixture control cable and the fuel strainer on the fuel selector valve. The owner stated he started the engine and ran the airplane for approximately 40 minutes during this visit. He then returned to California where he made arrangements for the accident pilot/mechanic to go to Maryland to fly the airplane to California. The accident pilot stated he took off with 47 gallons of fuel on board the airplane. He stated that while en route "The engine quit. It sounded to me like no fuel. The prop was wind milling. I tried to select different positions on the fuel select[or] I only got some sputter." The pilot reported he was on the radio with Indianapolis Air Route Traffic Control Center and they gave him a vector to a nearby airport. The pilot reported that during the landing approach he saw some wires which he tried to avoid at which time the airplane impacted the ground. The pilot stated the fuel gauge was erratic during the flight. A Federal Aviation Administration (FAA) inspector examined the airplane and stated the following, "Initial review of the site indicated no residual ground fuel and no seepage or leakage of fuel from any of the four (4) fuel receiver caps or wing seams. Ground soil was generally dry and of the same consistency of the soil in the immediate area. No fuel was identified on the ground soil. The right hand outboard receiver was dislodged from the wing, but was still in the receptacle, which was not leaking. All other caps were in place and secure. The left hand outboard receiver cap was missing the open/close tab." The fuel lines to the fuel distribution manifold were disconnected and no fuel was present. Several fuel injector lines were disconnected and one or two drops of fuel were noted. Further inspection of the fuel tanks revealed the left outboard fuel tank contained approximately one quart of 100 low lead fuel. No fuel was present in the other tanks. The fuel flow switches were free and not obstructed. When the lower fuel petcocks (four) were opened there was no fuel present, only a sucking/hissing sound. The FAA inspector reported there was no airworthiness certificate, registration, logbooks, or ferry permit in the airplane when he inspected it after the accident. The new owner subsequently provided the aircraft and engine logbooks. The last entry in the airframe logbook is dated June 25, 1993. The entry indicates the tachometer time on that date was 1422.57 hours. Lawrence Airmap 100 GPS handheld download data shows the pilot flew a near direct flight between GAI and the accident site. The employer of the pilot/mechanic who initially was going to fly the airplane to California contacted the FAA Flight Standards District Office (FSDO) in Baltimore, Maryland to obtain a ferry permit so his employee could fly the airplane to California. A ferry permit was issued on March 18, 2003. When it was determined that his employee was not going to fly the airplane back, he called the Baltimore FSDO and requested the ferry permit be canceled because the airplane was not airworthy. The ferry permit was cancelled and no record was found of another ferry permit being issued.