PLT OF A CESSNA 310 DIVERTED TO LAND AFTER ONE ENG FAILED DURING CRUISE.

Narrative

WHILE PILOTING A 310R AT 7000 FT; AT XA30 UMT ON AN IFR FLT FROM ST LOUIS TO GRAND HAVEN; MI; I EXPERIENCED A CATASTROPHIC FAILURE OF MY R ENG; JUST S OF SOUTH BEND; IN. FOR A MIN OR SO; PRIOR TO NOTICING OIL STREAMING PROFUSELY OUT OF THE TOP OF THE R ENG COWLING; THE ONLY CLUE I HAD WAS A SLIGHT VIBRATION FELT THROUGHOUT THE ENTIRE AIRPLANE. I WENT THROUGH THE NORMAL ITEMS TRYING TO DETERMINE THE SOURCE OF THIS VIBRATION; BUT TO NO AVAIL. AT THIS TIME THE THOUGHT OF AN ENG FIRE CROSSED MY MIND AND THEN I DECIDED ON THE SPOT TO SHUT DOWN THE ENG AND TO SECURE IT. JUST PRIOR TO DOING THIS I WAS IN THE PROCESS OF BRIEFING MYSELF ON THE UPCOMING VOR APCH. I THEN TOLD THE SOUTH BEND APCH CTLR; WHO I JUST MOMENTS BEFORE CHKED IN WITH; THAT I HAD JUST SHUT DOWN MY R ENG; AND THAT I WANTED TO LAND AS SOON AS POSSIBLE. HE ACKNOWLEDGED AND BEGAN VECTORING ME FOR THE ILS RWY IN USE TO SBN WHICH WAS ONLY ABOUT 12-15 MI TO THE N OF ME. BUT AT THE TIME I DID NOT KNOW MY POS RELATIVE TO SBN OR THE FINAL APCH COURSE. REMEMBER; I WAS IN THE ENRTE PHASE; PLANNING MY VOR APCH TO 3GM; WHEN THE ENG HAD TO BE SHUT DOWN. BY NOW I WAS IN IMC RUNNING ON ONE ENG 300 LBS BELOW GROSS WT. ONLY A MATTER OF MINS WENT BY FROM THE TIME I SHUT DOWN THE ENG TO THE TIME I WAS ISSUED BOTH MY APCH AND LNDG CLRNCS BY THE APCH CTLR. I THEREFORE DSNDED AT A MUCH HIGHER DSCNT RATE THAN I USUALLY USE BUT I WAS FORCED TO DO SO OR I FACED A LONGER VECTORING SEQUENCE BACK AROUND FOR ANOTHER APCH. AS IT WERE; I OVERSHOT FINAL SLIGHTLY BUT I REINTERCEPTED AND CTRED UP THE NEEDLES AND BROKE OUT LINED UP JUST INSIDE THE OM. AN UNEVENTFUL LNDG FOLLOWED AS THE FIRE TRUCKS FOLLOWED BEHIND ON THE ROLLOUT. I WAS PLEASED WITH THE OUTCOME AND PERSONALLY THANKED THE APCH CTLR FOR HIS HELP.