A PA28 HITS THE TREES DURING A TRAINING FLT AT OW3 WHEN A SIMULATED ENG FAILURE APCH DOES NOT GO AS EXPECTED.

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WE TOOK OFF RWY 19 AND EXECUTED A L DOWNWIND DEP. AT 2000 FT MSL; THE COMMERCIAL PLT STUDENT REDUCED PWR TO 'CRUISE CLB' AT WHICH TIME I ADVISED HIM TO CLOSE THE THROTTLE TO THE IDLE POS TO SIMULATE ENG FAILURE. MY INTENTION WAS THAT HE WOULD CONTINUE IN THE DOWNWIND POS AND LAND ON RWY 19. INSTEAD; INTENDING TO LAND ON RWY 28; HE EXECUTED A R 90+ DEG TURN; FOLLOWED BY A L TEARDROP TURN THAT PUT HIM ON A DOGLEGGED R BASE FOR RWY 28. AT THIS POINT; HE DETERMINED HE WAS TOO HIGH TO LAND ON RWY 28 SO HE CONTINUED TO MAKE A L TURN PUTTING THE AIRPLANE IN A L DOWNWIND POS FOR RWY 28. HE THEN DECIDED HE WAS TOO LOW TO CONTINUE ANOTHER 180 DEGS OF TURN FOR A LNDG ON RWY 28; (WE WERE NOW 1000 FT MSL) AT WHICH POINT I ANNOUNCED THAT 'I HAVE THE AIRPLANE' AND I APPLIED FULL PWR TO EXECUTE A GAR. THE STUDENT RELINQUISHED CTLS; BUT THEN SUDDENLY GRABBED THE CTL YOKE AND PUT THE AIRPLANE IN AN EXCESSIVELY NOSE HIGH PITCH-UP ATTITUDE. THIS OSCILLATION WAS INDUCED 2 TIMES BY THE STUDENT UNTIL I GAINED FULL CTL OF THE AIRPLANE. FOR A BRIEF MOMENT; I HAD THE ACFT UNDER CTL AND CLBING AT VX; UNTIL THE STUDENT; ON HIS OWN INITIATIVE; RETRACTED THE WING FLAPS TO THEIR 0 DEG POS (I DO NOT RECALL THEIR EXACT POS PRIOR TO BEING RETRACTED; I ALSO DO NOT RECALL THE POS OF THE LNDG GEAR). THESE ACTIONS BY THE STUDENT SACRIFICED ALT TO THE EXTENT THAT THE AIRPLANE FLEW THROUGH THE TOPS OF TREES AS WE CLBED DURING THE GAR MANEUVER. WE OBTAINED SUFFICIENT ALT AND DETERMINED THAT THE AIRPLANE WAS ABLE TO BE FLOWN AT WHICH TIME WE RETURNED TO THE ARPT. IN RETROSPECT; HAD I NOT ALLOWED THE TRAINING EXERCISE TO PROGRESS AS FAR; WE WOULD NOT HAVE BEEN IN A SIT WHERE THE STUDENT'S INAPPROPRIATE ACTIONS COMPROMISED OUR SAFETY.