A BE-58 engine fuel flow was low and the engine malfunctioning so the pilot feathered the engine; declared an emergency; and landed at a nearby airport where a loose fuel fitting was found.

Narrative

I was operating a BE-58 under 14 CFR Part 91. The flight had just departed a CTAF airport and was in the climb phase of flight at approximately 3;000 FT MSL. I was in the process of completing a climb checklist and was about to contact Approach Control to open a filed IFR flight plan. I noticed the left engine fuel flow indication was reading 15 GPH (normal is nearer to 27 GPH). I cross checked the installed electronic fuel flow computer and the EGT gauges; which confirmed that there was indeed a fuel flow problem rather than a malfunctioning gauge. I placed the left auxiliary fuel pump switch in the 'high' position and confirmed the fuel selectors and mixture control were in the 'on' and 'full rich' positions; respectively (by physically touching both); there was no improvement. Rather; the fuel flow had deteriorated to approximately 13 GPH and the engine was beginning to shutdown from excessively lean fuel/air mixture. I then performed an intentional in-flight engine shutdown; securing and feathering procedures from memory and contacted Approach. I informed them of the situation and requested vectors to an airport more suitable then my departure airport (which has a narrow; short runway and no ARFF or line service). The Controller did their job well and offered my two choices of airports; I accepted vectors toward another airport. I then completed the in-flight engine failure checklist. I decided to delay attempting a restart until nearer the other airport in case a fire occurred. I did attempt restart; but fuel flow remained at 0 GPH; so I re-feathered and secured the engine. After landing; I contacted a Mechanic who found a loose fitting on a fuel line near the fuel 'spider' on top of the engine. After reconnecting and tightening the fitting; the aircraft ran properly. I believe I was able to keep the aircraft under control and continue the flight to a safe landing due to the training I have received while obtaining multi-engine ratings; both Commercial and Instructor; but especially the recurrent training from being employed by a 14 CFR Part 135 operator. The occurrence was obviously caused by a loose fitting; but I do not wish to blame a Mechanic; Designer or any other person. Those engines are subjected to many forces (a 550 cubic inch engine running at 2;300 RPM creates a lot of force); temperature and pressure changes; and other harsh conditions; something is going to fail eventually. I will use this experience in my position as a CFI to educate other pilots about the necessity to remain first and foremost proficient and aware of the possibility of emergencies.