SHORTLY AFTER THE INITIAL PWR REDUCTION DRG TKOF, THE PLT NOTED A PARTIAL LOSS OF PWR IN THE RGT ENG. HE SAID HE 'WENT TO FULL POWER ON BOTH ENGINES' & NOTED AN 'EXTREMELY HIGH' FUEL FLOW INDCN TO THE RGT ENG. HE SAID, 'THINKING THAT THE ENGINE WAS FLOODING, I PLACED THE BOOST PUMP SWITCH FROM HIGH TO OFF TO POSSIBLY ELIMINATE THE PROBLEM WITH NO RESULT. ITHEN PLACED THE PUMP BACK TO HIGH AND TRIED TO DECREASE THE FUEL FLOW BY LEANING THE MIXTURE. THIS ALSO DID NOT SEEM TO ELIMINATE THE PROBLEM.' WHILE TROUBLESHOOTING THE PRBLM, HE TURNED TO A DOWNWIND & STAYED IN THE TRAFFIC PATTERN, BUT COULD NOT MAINT ALT. SUBSEQUENTLY, A WHEELS-UP LNDG WAS MADE IN AN AREA OF SMALL TREES APRX 1/2 MI BFR REACHING RWY 24. AN EXAM OF THE RGT ENG REVEALED THE SPARK PLUGS WERE WET WITH FUEL & BLACK WITH SOOT. ALSO, ITS #5 FUEL NOZZLE HAD BEEN CROSS-THREADED & WAS KNOCKED OUT OF ITS HOLE DRG IMPACT. DRG AN INITIAL TEST, THE RGT FUEL PRESSURE SENSING SW DID NOT SENSE OPERG PRESSURE (OVR 6 PSI); THIS WOULD HAVE RESULTED IN A HI BOOST/FUEL FLOW COND. LATER, THE SW TESTED OK.