1 BLADE OF THE L PROP THROWN; ENG SHUTDOWN.

Narrative

I USED TO FLY AS A COPLT ON THE SMT FOR A COMPANY CALLED X. WE TRANSPORTED CHKS FOR THE FEDERAL RESERVE. IN JAN/92 THE CONTRACT WITH THE FEDERAL RESERVE EXPIRED AND A DIFFERENT COMPANY CALLED Y; GOT THE CONTRACT. I WAS BASED IN BUFFALO AND I STAYED THERE AFTER I DIDN'T HAVE A JOB ANYMORE; SINCE Y DECIDED TO FLY THE SMT SINGLE PLT. THEY DID ALLOW ME TO STILL RIDE ALONG AND I HAVE BEEN RIDING ALONG WITH THEM AS A PAX WHO USED TO FLY THE SAME AIRPLANE AND STILL HAS A VALID 135 CHKOUT IN THE TYPE AIRPLANE WITH A DIFFERENT COMPANY. REG WISE; I AM OF COURSE; JUST A PAX. THANK GOD I WAS IN THE PLANE ON AUG/XX/92. WE; ME AND MY FORMER CAPT WITH ALMOST 17000 HRS OF EXPERIENCE; ARE FLYING IN IMC ENRTE FROM TETERBORO (TEB) TO CLEVELAND BURKE-LAKEFRONT (BKL). XA30 A LOUD BANG; NO MORE ELECTRICAL; A STRONG YAW TO THE L AUTOPLT KICKS OFF; SMOKE JUST FOR A SECOND OR 2; CLR! WE LOOK AROUND AND WE SEE THAT 1 OF THE 4 PROP BLADES FROM THE L ENG CAME OFF AND SLICED THROUGH THE AIRPLANE ON THE L SIDE AND LAYING IN THE AIRPLANE BEHIND MY SEAT. WE SOON DISCOVERED THAT THE PROP MUST HAVE CUT OUR ELECTRICAL WIRES. DUE TO THE FACT THAT THE CTLS BANK WITH SPOILER WE WERE IN EVEN WORSE SHAPE. NORMALLY; WHEN ONE HAS AN ENG OUT YOU TRIM THE FLAPS INDEPENDENTLY SO YOU DON'T NEED TO RUN A SPOILER IN THE AIR; SINCE WE DIDN'T HAVE ANY ELECTRICS WE HAD TO FLY WITH OUR L SPOILER ON FULLY DEFLECTED. WE WERE AT 6000 MSL; WE COULDN'T MAINTAIN ALT. THE MEA WAS 4000. THE CAPT COULDN'T CTL THE AIRPLANE WITHOUT LOSING ALT. AT 1900; 2000 UNDER MEA; I TOLD HIM THAT I WAS GOING TO TRY. BY FLYING VERY PRECISELY; I WAS ABLE TO MAINTAIN 130 KTS (CLOSE TO STALL) WITHOUT LOSING ALT. AFTER SHOWING THE CAPT HOW TO CTL THE AIRPLANE FROM MY SIDE ONLY (WE STILL HAD VACUUM) I TOLD HIM I WAS GOING IN THE BACK TO THROW SOME OF OUR CARGO OFF THE AIRPLANE; KNOWING WE WERE TOO HVY TO CLB. AFTER I DUMPED ABOUT 500 POUNDS; I RETURNED TO THE COCKPIT AND RELIEVED THE CAPT FROM FLYING AGAIN. WE SLOWLY STARTED TO CLB! AFTER HOLDING A HDG OF E ON OUR LIQUID COMPASS (W WOULD HAVE BEEN DUMB BECAUSE OF THE MOUNTAINS) WE FINALLY BROKE OUT OF THE CLOUDS NEAR POTTSTOWN; PA. THE CAPT DECIDED TO KEEP ON FLYING UNTIL WE HAVE A LARGE ARPT LIKE NEW OR PHL. I STARTED TO CALCULATE AND TOLD HIM THAT WE BETTER LAND SOON BECAUSE WITHOUT ELECTRICAL PWR THE WORKING ENG WILL ONLY TAKE FUEL OUT OF THE MAIN TANK GIVING US NOT MUCH MORE TIME THAN 1 HR AND WE ALREADY HAD BEEN FLYING LIKE THIS FOR 45 MINS. I SAW PHILADELPHIA AND WE WENT STRAIGHT FOR NE PHILADELPHIA PNE) BECAUSE PHL WAS FOGGED UP! I MADE CONTACT WITH THE HANDHELD TRANSCEIVER WITH VOR WITH PHL APCH AND TOLD THEM WE WERE GOING TO MAKE A GEAR UP LNDG IN PNE. SO WE DID AND EVACED THE AIRPLANE THROUGH THE ESCAPE HATCH ON MY SIDE OF THE AIRPLANE. THE LESSON I LEARNED WAS MOSTLY ABOUT THE CAPT. HE HAS CLOSE TO 17000 HRS. WHEN AFTER 5 MINS IN THE SITUATION I TOOK MY HANDHELD TRANSCEIVER AND TRIED TO MAKE CONTACT; HE ACTED STRANGE FOR SOMEONE WITH HIS EXPERIENCE. WE HAD ALREADY LOST MORE THAN 3000 FT AND WE WERE BELOW MEA I SEND OUT A MAYDAY HE REACTED TO THAT IN THE SENSE THAT HE ORDERED ME NOT TO SEND OUT AN EMER CALL YET. HOW BAD SHOULD IT BE!? THAT WAS WEIRD. THEN SHORTLY BEFORE THE LNDG; HE WANTED TO PUMP THE ELECTRICAL LNDG GEAR MANUALLY DOWN! IT TOOK ME A FEW MINS TO EXPLAIN TO HIM THAT IF WE WOULD DO THAT WE WOULD SURELY LOSE ALT AND MOST LIKELY END UP IN THE CITY. AFTER ALL WE HAD HARDLY BEEN ABLE TO MAINTAIN ALT. THE DRAG OF THE GEAR WOULD HAVE GOTTEN US KILLED FOR SURE. SO; FORTUNATELY; I WAS ABLE TO CONVINCE HIM!