1 OF THE 2 ENGS FAILED. THE RPTR DECLARED AN EMER AND LANDED AT THE NEAREST SUITABLE ARPT.

Narrative

THE TRIP WAS A CHARTER FLT FROM PHL TO TGI WITH 3 PAX. WITH ABOUT 20 MINS REMAINING OF THE FLT; I ASKED NHK APCH FOR A DSCNT FROM 6000 FT TO 4000 FT. THIS DSCNT PUT ME IN VFR CONDITIONS; AND I DECIDED TO CANCEL MY IFR FLT PLAN. THIS WAY I COULD RNAV DIRECTLY TO MY DEST. AS I LEVELED OFF AT 4000 FT; I NOTICED THE L ENG GOING ROUGH. I MOVED THE MIXTURE LEVER FORWARD; AND THIS IMMEDIATELY SOLVED THE ROUGHNESS. HOWEVER; I FOUND IT STRANGE THAT THE ENG NEEDED FULL RICH MIXTURE AND I NOTICED THAT THE FUEL PRESSURE FLUCTUATED AROUND 10 GPH; WHICH IS VERY LOW WITH MIXTURE FULL RICH. SECONDS LATER; FUEL PRESSURE DROPPED TO '0;' AND THE L ENG INSTANTLY STOPPED. I IMMEDIATELY SWITCHED AUX FUEL PUMP AND XFEED ON; BUT WITH NO IMPROVEMENT. I THEN TRIED TO MOVE THE THROTTLE LEVER FORWARD; BUT NOTHING HAPPENED. DURING THE COURSE OF THIS ACTION; I HAD ALREADY LOST 1000 FT AND AIRSPD WAS DOWN FROM 150-110 KIAS. I NOTIFIED NHK APCH AND DECLARED AN EMER. I THEN FEATHERED AND SECURED THE L ENG. AS SOON AS THIS WAS DONE; THE AIRPLANE LEVELED AT 3000 FT. I NOTIFIED MY PAX OF THE PROB; AND ASKED NHX APCH FOR THE NEAREST SUITABLE ARPT TO LAND. THEY GAVE ME VECTORS TO WALLOPS ISLAND; VA. BECAUSE OF VFR CONDITIONS I HAD NO PROBS VISUALIZING THE FIELD AND WAS HANDED OVER TO WALLOPS ISLAND TWR; WHICH DIRECTED ME TO LAND ON RWY 28. THE LNDG ITSELF WAS UNEVENTFUL. AFTER LNDG; MY PAX WERE TRANSPORTED TO THEIR DEST BY ANOTHER CHARTER OPERATOR; AND MY PLANE WAS INSPECTED BY A LCL MECH. IT PROVED TO BE A BROKEN FUEL LINE. IN AFTERMATH; I REALIZE THAT I DID NOT SQUAWK EMER CODE 7700; NOR DID I SPECIFY TO CANCEL MY IFR FLT PLAN. I FELT; HOWEVER; THAT THESE MATTERS WERE TAKEN CARE OF BY NHX APCH CTL; WITH WHOM I STAYED IN CONTACT DURING THE INCIDENT. THEREFORE; I DO NOT CONSIDER THIS A DEV AS DESCRIBED IN FAR PARAGRAPH 135.19B. SUBSEQUENTLY; I DID NOT NOTIFY THE FAA BUT LEFT THIS UP TO THE DIRECTOR OF OPS OF MY COMPANY.