Narrative:

While in normal level flight at 16;000 feet the right engine temperature fluctuated; then both torque and temperature rose followed by a reduction in power. I secured the engine in accordance with the checklist; [and] then declared an emergency (about four times! Center never really acknowledged it and was really not much help.) I stated my intention to descend and make a left turn back to close airports and they made me turn back right for airspace.I descended to 10;000 feet MSL and was maintaining airspeed while I discussed options with another PIC rated pilot. We decided our most suitable airport for winds; terrain; optimum descent profile and necessity of left hand traffic was our departure airport. I requested and received clearance to return.so here we were on four mile left base; engine out; having declared an emergency and tower cleared us number two to land behind a falcon jet and then cleared a cherokee to land ahead of us as well. I kept my mouth shut--which was a mistake. We have a strict no single engine go around policy and I compromised safety by not telling tower to give us unrestricted access to the runway. I [have] no idea what they were thinking.the other pilot and I delegated and split duties. I worked radios and flew while he ran multiple checklists and navigated. Then we switched back to me just flying and him talking; calling airspeeds; [and] reviewing single engine approach parameters. What a superb resource and how proud I was to have him there and watch the way we worked together. Totally pro.lessons? That we do not prepare pilots for the 'shock and awe' of a real disappointment. The three to five seconds of tunnel vision and brain meltdown that really occurs. In pilot training our cfis should be carrying matches to put in the pilots nose; and the water squirt-bottle to induce the shock and fear of a real problem. Train the shock out.not sure it could have worked out much better.

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Original NASA ASRS Text

Title: The PIC and a qualified airman passenger combined resources to successfully overcome the failure of one engine on their MU-2.

Narrative: While in normal level flight at 16;000 feet the right engine temperature fluctuated; then both torque and temperature rose followed by a reduction in power. I secured the engine in accordance with the checklist; [and] then declared an emergency (about four times! Center never really acknowledged it and was really not much help.) I stated my intention to descend and make a left turn back to close airports and they made me turn back right for airspace.I descended to 10;000 feet MSL and was maintaining airspeed while I discussed options with another PIC rated pilot. We decided our most suitable airport for winds; terrain; optimum descent profile and necessity of left hand traffic was our departure airport. I requested and received clearance to return.So here we were on four mile left base; engine out; having declared an emergency and Tower cleared us number two to land behind a Falcon jet and then cleared a Cherokee to land ahead of us as well. I kept my mouth shut--which was a mistake. We have a strict no single engine go around policy and I compromised safety by not telling Tower to give us unrestricted access to the runway. I [have] no idea what they were thinking.The other pilot and I delegated and split duties. I worked radios and flew while he ran multiple checklists and navigated. Then we switched back to me just flying and him talking; calling airspeeds; [and] reviewing single engine approach parameters. What a superb resource and how proud I was to have him there and watch the way we worked together. Totally pro.Lessons? That we do not prepare pilots for the 'shock and awe' of a real disappointment. The three to five seconds of tunnel vision and brain meltdown that really occurs. In pilot training our CFIs should be carrying matches to put in the pilots nose; and the water squirt-bottle to induce the shock and fear of a real problem. Train the shock out.Not sure it could have worked out much better.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.