On October 30, 2003, at 1500 mountain standard time, a Beech 95-B55, N8322N, collided with trees and rising terrain following a loss of power in the number 2 engine shortly after takeoff from H. A. Clark Memorial Field, Williams, Arizona. The private pilot operated the airplane under the provisions of 14 CFR Part 91. The airplane sustained substantial damage. The airline transport pilot (ATP)/owner, a private pilot, and one passenger were seriously injured. Visual meteorological conditions prevailed for the local area flight. No flight plan had been filed. A Federal Aviation Administration (FAA) inspector interviewed the private pilot, who was interested in purchasing the airplane from the ATP/owner, and was conducting a test flight when the accident occurred. The pilot conducted a preflight and noted that the fuel appeared to be low, and commented on the low fuel state to the owner. The pilot reported that the owner informed him that there was plenty of fuel on board for several flights around the pattern. The pilot observed no further mechanical anomalies. During the interview, the private pilot reported that they were about 150 feet above the ground when the number 2 engine (right engine) lost power. The airplane veered to the right and crashed into trees and rising terrain. The pilot stated that he did not feather the engine after it quit. He further stated that he got everyone out of the airplane, because he was worried that there would be a fire. However, he did not smell any fuel around the airplane. According to the ATP/owner, the accident pilot had come to Williams to pickup the accident airplane. He indicated that he was in the process of selling the airplane to the accident pilot. The accident pilot asked him (the ATP) to fly around the pattern while the accident pilot became more familiar with the airplane. Both pilots agreed that the accident pilot would be the pilot-in-command for the flight. He reported that the run-up was normal and immediately after takeoff the right engine lost power. The ATP pilot further stated that the airplane was equipped with a single throw-over yoke, so he did not have access to the flight controls during the accident sequence. According to an FAA inspector who examined the airplane on-scene, there was no smell of fuel in or around the airplane, or fuel seepage on the ground surrounding the airplane. According to a police officer from the Williams Police Department, when he arrived on-scene he did not smell an odor of fuel or see leaking fuel coming from the airplane. The airplane came to rest nose down and propped up against a juniper tree. He reported that both engines separated from the airframe, and that a propeller assembly had separated from one of the engines (number 2 engine). Aircraft recovery personnel drained 2 gallons of fuel from the airplane. Investigators examined the wreckage at Air Transport, Phoenix, Arizona, on December 2, 2003. They conducted a visual inspection and continuity check on the left engine, and found no mechanical anomalies. The fuel selector valve for each engine was positioned to its respective main tank. A visual inspection and continuity check were conducted on the right engine. Investigators removed the top spark plugs. They noted no mechanical deformation of the spark plugs. The numbers 1, 2, 3, and 4 spark plug electrodes were light gray in color. The numbers 5 and 6 spark plug electrodes were gray in color. According to the Champion Aviation Check-A-Plug AV-27 chart, the coloration of all six spark plug electrodes corresponded to normal operation. Investigators welded a bar onto the crankshaft to facilitate manual rotation of the right engine. The engine rotated freely and the valves moved approximately the same amount of lift in firing order. Investigators obtained thumb compression on all the cylinders in their appropriate firing order. Investigators observed spark on all ignition leads in their firing order. The oil screen and fuel screen were clear of debris. ADDITIONAL INFORMATION The National Transportation Safety Board investigator-in-charge made repeated attempts to gather pilot information from the accident pilot. The accident pilot did not submit the Pilot/Operator Aircraft Accident Report (NTSB form 6120.1/2). According to FAA airman records, the pilot held a foreign-based private pilot certificate with ratings for airplane single engine and multiengine land. The US private pilot certificate was issued on the basis of, and valid for, use in the United States only when accompanied by his foreign-based certificate. The FAA records for the pilot indicated a total flight time of 1,100 hours, 55 hours in the accident airplane make and model, and 35 hours in the last 90 days.