PA34-200 LEAVES RWY WHEN INSTRUCTOR'S FOOT BECOMES STUCK IN THE RUDDER CTLS.

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THE CHAIN OF EVENTS THAT LED TO THE SIT THAT OCCURRED ON NOV/XA/99 ARE AS FOLLOWS. I WAS RECEIVING MULTI-ENG INSTRUCTOR FLT INSTRUCTION. THIS FLT WAS MY THIRD FLT IN THE MAKE AND MODEL OF ACFT. THIS SPECIFIC MODEL WAS NOT EQUIPPED WITH BRAKES ON THE R SIDE OF THE ACFT. PRIOR TO ENTERING THE TFC PATTERN; I DISCUSSED SPDS; PWR SETTING AND DIRECTIONAL CTL BEING THE INSTRUCTOR'S RESPONSIBILITY ON THE GND. SEVERAL FULL STOP TAXI-BACKS WERE CONDUCTED AND POSITIVE DIRECTIONAL CTL RESPONSIBILITY WAS USED; EG; 'YOU HAVE THE CTLS;' 'I HAVE THE CTLS;' 'YOU HAVE THE CTLS.' UPON MAKING OUR LAST LNDG; THE TWR CLRED US TO EXIT THE RWY AND CONTACT GND CTL. THE APCH WAS NORMAL. AS MY INSTRUCTOR ASSUMED DIRECTIONAL CTL HER FOOT BECAME STUCK. THE ACFT'S TRACK WAS SLIGHTLY R OF CTRLINE AND IT WAS CLR THAT HER FOOT WAS 'STUCK' IN SUCH A WAY TO CAUSE THE BRAKE TO LOCK AND A SKID OCCURRED. SHE COMPLAINED OVER AND OVER OF HER FOOT BEING STUCK. I TRIED TO USE THE RUDDER PEDALS TO CORRECT BUT HER FOOT WAS STUCK IN SUCH A MANNER THAT I COULD NOT CORRECT THE ACFT'S DIRECTION. WHEN IT BECAME APPARENT THAT THE ACFT WAS GOING TO DEPART THE RWY; I MADE THE DECISION TO SHUT THE ENGS DOWN TO AVOID ANY POSSIBLE DAMAGE THAT COULD POSSIBLY OCCUR. THE THROTTLES WERE AT AN IDLE POS. I CLOSED THE MIXTURES; AND PLACED THE PROP CTLS IN THE FEATHER DETENT. I INCREASED BACK PRESSURE TO INCREASE TAIL DOWN FORCE AND AVOID COLLAPSING THE NOSEWHEEL. THE ACFT DEPARTED THE RWY SLIGHTLY R OF CTRLINE AT A SPD EQUIVALENT TO A BRISK WALK. AS MY INSTRUCTOR WORKED TO FREE HER FOOT; I PLACED THE FUEL SELECTORS IN THE OFF POS AND TURNED OFF ALL ELECTRICAL EQUIP. WE GOT OUT OF THE ACFT UNHURT AND RECEIVED A RIDE FROM THE ARPT AUTH TO THE HANGAR. AFTER THE MAINT TECHNICIANS INSPECTED THE ACFT IT WAS TAXIED BACK TO THE HANGAR UNDER ITS OWN PWR. THE ACFT WAS INSPECTED AND RETURNED TO SVC THE FOLLOWING DAY. THE CONTRIBUTING FACTOR WAS THE APPAREL WORN BY THE INSTRUCTOR THAT CAUSED HER FOOT TO BECOME STUCK. UNDER THE CIRCUMSTANCES THE CORRECTIVE ACTIONS TAKEN TO SHUT THE ENGS DOWN TO AVOID PWRPLANT DAMAGE AND INCREASING BACK PRESSURE TO AVOID LNDG GEAR FAILURE PROVED TO BE EFFECTIVE. COSTLY ACFT DAMAGE WAS AVOIDED. I NEVER CONSIDERED THAT CLOTHING AND APPAREL COULD BE SUCH A FACTOR IN THE CTL OR LOSS OF CTL OF AN ACFT. THE COMS MADE BTWN THE INSTRUCTOR AND MYSELF WERE CLR. THE USE OF EMER PROCS WAS COMPLETED. AFTER REVIEWING THE SIT OVER AND OVER IN MY HEAD AND DISCUSSING IT WITH ANOTHER INSTRUCTOR; I AM AWARE THAT MY ACTIONS PROBABLY SAVED THE PWRPLANT AND LNDG GEAR OF THE ACFT. IN THE FUTURE; I WILL PAY SPECIFIC ATTN TO CLOTHING AND APPAREL AND THEIR EFFECTS ON CTL INPUT. AS PART OF THE PREFLT BRIEFING; UNDER 'FLT CTLS FREE AND CORRECT;' I HAVE STARTED MAKING SURE THAT MY APPAREL DOES NOT INHIBIT MY ABILITY TO MAKE CTL INPUTS. I ALSO AM NOT LIKELY TO CONDUCT FLT TRAINING OR RECEIVE FLT TRAINING IN AN ACFT THAT DOES NOT HAVE DUAL BRAKING SYS.