BEECH 18 HAS ENG PWR LOSS ON R ENG. ATTEMPTING A LNDG NOTES R GEAR FAILED TO EXTEND. TWR REQUESTS GAR AND L ENG PWR FAILS.

Narrative

WHILE ENRTE TO CLT; NC; AT 9000 FT OVER THE BRISTOL; TN; AREA THE BEECH 18/C-45G THAT I WAS PLTING DEVELOPED A PWR LOSS IN THE R ENG. AT 9000 FT; BOTH THROTTLES WERE FULL FORWARD WHICH PRODUCED 27 INCHES MANIFOLD PRESSURE IN THE L AND 28 INCHES MANIFOLD PRESSURE IN THE R. WHEN I NOTICED THE DROP IN PERFORMANCE THE R WAS DOWN TO 25 INCHES AND THE L WAS STILL AT 27 INCHES MANIFOLD PRESSURE. I APPLIED MANIFOLD HEAT TO THE R ENG; AND WHEN THERE WAS NO EFFECT AT ALL I RECYCLED THE LEVER; THIS TIME LEAVING IT ON FOR AT LEAST 10-15 SECONDS. NORMALLY WHEN THIS PROC IS USED THERE IS AN IMMEDIATE DROP IN MANIFOLD PRESSURE AND THEN A ROUGHNESS TO THE ENG. AFTER SEVERAL SECONDS THE ROUGHNESS DISAPPEARS WHICH INDICATES A CLR INDUCTION SYS. HOWEVER; THIS PARTICULAR APPLICATION OF MANIFOLD HEAT HAD NO EFFECT AT ALL. WHILE DSNDING TOWARD TRI FOR A LNDG I CHKED THE MAGNETOS; ALL OF THE ENG GAUGES; I READJUSTED THE MIXTURE AND TRIED USING THE FUEL PUMP. I ALSO CONTINUED TO TRY APPLYING THE MANIFOLD HEAT; SOMETIMES LEAVING IT ON FOR PERIODS OF TIME THAT I RECALL AS BEING AS LONG AS A MIN TO SEVERAL MINS. THE L ENG REQUIRED MANIFOLD HEAT AT LEAST 3 TIMES DURING THE DSCNT AND POSSIBLY MORE. I AM NOT SURE OF THE ACTUAL NUMBER. EVERY TIME THAT I APPLIED THE L MANIFOLD HEAT THE RESULT WAS NORMAL AND THE INDUCTION ICE WAS ELIMINATED. AFTER DSNDING BELOW THE CLOUDS AND LINING UP WITH THE RWY AT TRI AND BEING WITHIN A 1/2 MI; I LOWERED THE GEAR AND GOT AN INDICATION OF DOWN ON THE L MAIN AND THE NOSE; BUT UP ON THE R GEAR. AFTER RECYCLING THE GEAR AND HAVING THE SAME INDICATION I WAS NOW AT THE POINT OF HAVING TO GAR OR IMMEDIATELY REDUCE PWR AND LAND. AT THAT INSTANT THE CTLR SAID 'GAR' AND I APPLIED FULL PWR ON THE L ENG AND RETRACTED THE GEAR. WHEN I REACHED FOR THE L MANIFOLD HEAT TO RETURN IT TO THE COLD POS; IT WOULD NOT MOVE. I WAS NOW OUT OF RWY; AND WITHOUT FULL PWR ON THE L/GOOD ENG. I KNEW THAT I WAS IN SERIOUS TROUBLE. I WAS ONLY ABLE TO GAIN A FEW HUNDRED FT ALL THE WHILE JUST ABOVE THE STALL. I WAS ALSO UNABLE TO MAKE THE R TURN ORDERED BY THE TWR TO 180 DEGS AS THERE WERE RIDGES TO THE R THAT I COULD NOT CLR. WHEN ANOTHER RIDGE APPEARED IN FRONT OF ME AND IT DID NOT APPEAR ANY BETTER TO THE L I REALIZED THAT ALL OPTIONS WERE EXHAUSTED AND A CTLED OFF FIELD LNDG WAS MY ONLY ALTERNATIVE. THE BEST SPOT APPEARED TO BE AN AREA OF OPEN GND WITH A SLIGHT UP-HILL GRADE ENDING IN A LINE OF TREES. I AIMED FOR THE POINT FARTHEST AWAY FROM THE TREES AND PULLED THE PWR LEVERS BACK. AT THE LAST SECOND I FLARED SLIGHTLY AND AFTER BOUNCING AND SLIDING I STOPPED IN THE TREE LINE. I SHUT OFF THE MAGNETOS AND THEN TRIED TO CALL THE TWR BUT WAS UNABLE TO BECAUSE OF THE ELT. WHEN I TURNED THE MASTER SWITCH OFF THE LIGHTS AND RADIOS STAYED ON; AND REALIZING A POSSIBLE FIRE; I GATHERED POSSESSIONS AND LEFT THE AREA WITH THE 2 MEN WHO HAD ARRIVED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES HE HAS NO IDEA WHY TWR ASKED HIM TO GAR. HAD THAT NOT HAPPENED HE MIGHT HAVE BEEN ABLE TO GET THE ACFT DOWN ON THE RWY. NTSB AND FAA HAVE BEEN INVOLVED IN THE INVESTIGATION AND NEITHER HAS BEEN ABLE TO COME UP WITH A GOOD EXPLANATION OF WHY THE R ENG ICED UP. THE INSURANCE COMPANY HAS 'BOUGHT' THE AIRPLANE AND THAT PART IS SETTLED. ALL ASPECTS HAVE BEEN VERY CORDIAL BUT RPTR WOULD SURE LIKE SOME KIND OF EXPLANATION OF THE ENG PROBS.