LOSS OF ACFT CTL IN A BE36 DURING IMC TRAINING FLT AFTER THE PLT TRAINEE LOSES HIS ARTIFICIAL HORIZON AND THE CFI RECOVERS FROM AN UNUSUAL ATTITUDE.

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THIS WAS AN INSTRUCTIONAL IFR FLT DEPARTING GRAND RAPIDS; MI. MY INST STUDENT WAS IN THE L SEAT. DURING START-UP; TAXI AND RUN-UP; ALL ENG AND FLT INSTS WERE WORKING AND REGISTERING NORMALLY. PROP HEAT AND PITOT HEAT WERE TURNED ON AFTER RUN-UP AND CONFIRMED AGAIN BEFORE TKOF (PROP HEAT AMMETER SHOWED OPERATIONAL). TKOF ON RWY 26R WAS WITHOUT EVENT. ATC GAVE US A VECTOR TO 180 DEGS. BY THIS TIME WE WERE IN IMC. I NOTICED MY STUDENT'S BANK ANGLE WAS 30 DEGS AND I APPLIED R AILERON TO CORRECT THE BANK ANGLE TO APPROX 15 DEGS FOR A STANDARD RATE TURN. A SCAN OF THE TURN COORDINATOR SHOWED WINGS LEVEL. AT THIS POINT I REALIZED THAT SOMETHING WAS WRONG AND ANOTHER SCAN SHOWED THE ATTITUDE INDICATOR WAS OVER 60 DEGS BANK. I DETERMINED THAT THE GYROS WERE NOT USABLE AND DECLARED 'MY CTLS.' USING UNUSUAL ATTITUDE RECOVERY TECHNIQUE; I SAW THAT WE WERE IN A NOSE DOWN ATTITUDE (SCAN OF THE AIRSPD INDICATOR; ALTIMETER AND VERT SPD INDICATOR). I SAW CROPS THROUGH THE WINDOW OF THE AIRPLANE; ON THE L SIDE; AND WE BROKE OUT. I USED R AILERON AND PULLED BACK ON THE YOKE TO ARREST DSCNT. APPARENTLY; WE HAD TOO MUCH AIRSPD AT THAT TIME (EVEN THOUGH I HAD ALREADY BROUGHT BACK ENG TO IDLE PWR) AND BRIEFLY WENT BACK INTO IMC. AFTER WE PULLED BACK BRIEFLY INTO IMC; I PUSHED FORWARD ON THE YOKE TO AVOID A STALL (AIRSPD WAS DECREASING AS A RESULT OF ENG AT IDLE PWR AND THE SUBSEQUENT PULL-OUT FROM THE IMC). ONCE AIRPLANE WAS STABILIZED; I CALLED ATC TO INFORM THEM OF EMER AND I INFORMED THEM 'NO GYROS.' I INTENTIONALLY LANDED WITHOUT FLAPS USING A SHALLOW GLIDE PATH WITH PWR.