INSTRUCTOR PREPARING STUDENT FOR MULTI-ENG CHKRIDE HAS PROBLEM WITH L ENG WHICH IS FEATHERED AS HE MANEUVERS TOWARD ARPT. R ENG FAILS; EMER LNDG.

Narrative

I HAD SCHEDULED A ROUTINE TRAINING FLT WITH A MULTI-ENG STUDENT TO PREPARE HIM FOR HIS MULTI-ENG PRIVATE PLT CHKRIDE TO FOLLOW IMMEDIATELY AFTER THE FLT. WE PREFLTED THE PLANE; RECEIVED ATIS; PERFORMED THE NECESSARY GND CHKS; AND DEPARTED THE ARPT WITH STAGE II RADAR SVC NE TO 4000 FT. AFTER THE INITIAL LEVEL-OFF AND THE CLEAN STALL TO THE HORN; WE DID SIMULATED ENG FAILURES; PULLING BACK THE R THROTTLE EACH TIME KNOWING THAT WE WOULD BE ADVANCING THIS THROTTLE FOR THE UPCOMING DEMONSTRATIONS TO TRY AND BAL THE WORKLOAD ON THE ENGS. NOW; FOLLOWING THE SHORELINE SBOUND; WE PROCEEDED WITH THE VMC DEMONSTRATION; WINDMILLING THE L ENG AND ADVANCING THE THROTTLE OF THE R. WE THEN PERFORMED THE DRAG DEMONSTRATION. DURING THE ENTIRE MANEUVER THE R ENG IS AT FULL PWR. UPON COMPLETION THE STUDENT BEGAN THE RECOVERY PROC. AFTER A SHORT WHILE HE THEN BROUGHT THE THROTTLES TOGETHER AT ABOUT 22 INCHES MANIFOLD PRESSURE. IT WAS AT THIS POINT WE FELT AN UNFAMILIAR SHAKING. I TOOK THE CTLS AND FELT NO PWR FROM THE L ENG. I HAD TO USE SUFFICIENT R RUDDER AND R BANK TO MAINTAIN CTL AND TURNED R TOWARDS CAMERON COUNTY ARPT; SW OF OUR POS. I ADVANCED THE MIXTURE; PROPS AND THE L THROTTLE. KNOWING WE WERE PROBABLY 4 TO 5 MI FROM THE ARPT AND AT 4000 FT I IMMEDIATELY BEGAN TO DSND. I DID ADVANCE THE L THROTTLE AS PER PROC AND TO VERIFY THE LOSS OF PWR. AFTER ADVANCING THE THROTTLE; I CHKED THE FUEL SELECTORS 'ON' AND THE ELECTRIC FUEL PUMPS 'ON' AND TRIED A FEW DIFFERENT MIXTURE AND THROTTLE SETTINGS WITH NO CHANGE. WITH THE L THROTTLE ADVANCED AGAIN I ASKED THE STUDENT TO NOTE THE MANIFOLD PRESSURE INDICATIONS. APPROX 25 INCHES ON THE R AND ABOUT 12 INCHES ON THE L. HE VERIFIED THEM. I THEN POINTED OUT THAT THE L PROP WAS WINDMILLING AND HE VERIFIED THE SAME. I THEN CALLED VALLEY APCH AS WE WERE STAGE II. VALLEY APCH RESPONDED AND I CANCELLED STAGE II WITH CAMERON COUNTY IN SIGHT FROM WHERE WE WERE ON THE L DOWNWIND LEG FOR RWY 13. I WAS INSTRUCTED TO CHANGE TO ADVISORY FREQ AND DID SO. SHORTLY AFTER THE L ENG FEATHERED I FELT A LOSS OF PWR ON THE R SIDE. THE ENG BEGAN TO WINDMILL AND FEATHERED AUTOMATICALLY. I IMMEDIATELY TOLD THE STUDENT TO PRESS THE STARTER FOR THE R SIDE. HE DID SO AS HE PUT THE FEATHER RESTART CHKLIST IN HIS LAP AND VERIFIED THE STEPS. I WORKED THE THROTTLE OF THE R ENG. AFTER THE LOSS OF PWR ON THE R I TRIED TO CONCENTRATE ON GLIDE. AT FIRST; I THOUGHT WE MIGHT MAKE IT TO THE RWY; BUT AS WE NEVER DEMONSTRATE SUCH A SETUP I WAS NOT SURE HOW FAR WE WOULD GLIDE. VERY QUICKLY WE KNEW WE WERE NOT GOING TO MAKE IT TO THE RWY. I INSTRUCTED THE STUDENT TO TIGHTEN HIS SEAT BELT AS I DID. WE SELECTED A ROAD AT THE APCH END; AND I VERY SHORTLY REALIZED WE WERE NOT GOING TO MAKE THE ROAD. NOTING MY AIRSPD I KNEW WE WERE COMMITTED TO A SMALL CLRING AHEAD; I BANKED THE ACFT TO THE R TO AVOID A FENCE AND STAYED OUT OF THE TREES WITH SUCCESS. UPON COMING TO A COMPLETE STOP THE STUDENT AND I EMERGED FROM THE ACFT UNSCRATCHED. AFTER MAKING SURE WE WERE FINE; I RE-ENTERED THE ACFT TO SHUT OFF THE MASTER SWITCH. I AM NOT SURE WHAT CAUSED THE PWR FAILURE ON THE L ENG. THE SURFACE TEMP AND DEW POINT WERE WITHIN 2 DEGS AT THAT TIME AND WE WERE AT 4000 FT; WHICH COULD PROMOTE CARB ICE. WE NOW KNOW THE R ENG HAD CATASTROPHIC FAILURE.