Narrative:

I was shooting the RNAV xx approach when I had an engine malfunction. The flight had been relatively smooth with no ice. During the start of this event; I had the aircraft descending at a rate of 500 fpm enroute to ZZZ. I was told by ATC center to cross zzzzz at or above 3100 feet and that I was cleared for the approach; before they switched me off to traffic advisory. The aircraft was set to it's cruise setting of 26' mp; 2300 rpm; and 85 pph during the descent. Just as the aircraft reached zzzzz; I switched off the autopilot and began the manual turn inbound for the final approach course. The weather was reporting winds of 010 at 9 gusting 14 at the time; so I knew I had a slight quartering tailwind of about 3 knots and a strong right crosswind. As I descended down to 1900 feet on the inbound; which was my FAF altitude; I began to put the airplane in-range. I brought the power back to 21' and turned both fuel pumps on; then I tilted my head down to verified fuel selector were set to both and closed the cowl flaps.when I brought my head back up a second later I was uncoordinated with the ball to the right. I thought I had become uncoordinated while I was closing the cowl flaps; so I tried to correct; but the amount of right rudder I needed seemed was quite offsetting. I attributed the strange control inputs due to the wind. I re-trimmed the rudder and kept going on the approach. My next step was to set the flaps to 10; but I looked at my speed and I was doing about 130 knots; which was low so I opted to hold off on putting flaps down. I believed it was due to the tailwind on the approach. When I intercepted the glideslope; I lowered my gear and proceeded with the before landing checklist. At this point also I decided to bring the flaps down to 15 as well. I was focused on flying the instrument approach since I did not have the airport in sight at the time; but I was having trouble keeping the speed; so I added power to about 24' and even then; the airplane was flying at 110 knots. I suspected at the time that this was due to the tailwind that I had on approach. The airplane had a decent crab angle to the right on approach; so I was anticipating on putting in right aileron and left rudder on the flare. I got the airport in sight at about 1000 feet high and began to put in the rest of the flaps at about 200 feet. As the flaps came down; I noticed I had to put more and more right rudder to keep it coordinated. At this point I started to suspect something was off. Things only got stranger for me when I brought the power back to idle and initiated the flare. As I put in the throttle to idle; and put in my crosswind corrections; I was caught off guard when the airplane started yawing in a direction I was not expecting. I reacted and did the best I could to keep the plane aligned with the runway during the landing.after touchdown; the mp caught my attention. The left engine was showing ambient; but the left engine's propeller was still spinning during the rollout. I moved the throttle; but it showed no response. As the airplane slowed down; the prop finally stopped spinning and I knew what had happened. I rechecked the fuel pumps and they were both set to the low position. I check all my switches and lever positions to make sure everything was where it was supposed to be during the final approach; and it was. I did not attempt anything else with the engine at that point; and only let it coast to the parking spot. After a while I did notice an oil puddle start to form underneath the left engine.

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Original NASA ASRS Text

Title: Cessna 402 pilot reported an engine failure during approach that was not clearly identified until landing.

Narrative: I was shooting the RNAV XX approach when I had an engine malfunction. The flight had been relatively smooth with no ice. During the start of this event; I had the aircraft descending at a rate of 500 fpm enroute to ZZZ. I was told by ATC Center to cross ZZZZZ at or above 3100 feet and that I was cleared for the approach; before they switched me off to traffic advisory. The aircraft was set to it's cruise setting of 26' MP; 2300 rpm; and 85 pph during the descent. Just as the aircraft reached ZZZZZ; I switched off the autopilot and began the manual turn inbound for the final approach course. The weather was reporting winds of 010 at 9 gusting 14 at the time; so I knew I had a slight quartering tailwind of about 3 knots and a strong right crosswind. As I descended down to 1900 feet on the inbound; which was my FAF altitude; I began to put the airplane in-range. I brought the power back to 21' and turned both fuel pumps on; then I tilted my head down to verified fuel selector were set to BOTH and closed the cowl flaps.When I brought my head back up a second later I was uncoordinated with the ball to the right. I thought I had become uncoordinated while I was closing the cowl flaps; so I tried to correct; but the amount of right rudder I needed seemed was quite offsetting. I attributed the strange control inputs due to the wind. I re-trimmed the rudder and kept going on the approach. My next step was to set the flaps to 10; but I looked at my speed and I was doing about 130 knots; which was low so I opted to hold off on putting flaps down. I believed it was due to the tailwind on the approach. When I intercepted the glideslope; I lowered my gear and proceeded with the before landing checklist. At this point also I decided to bring the flaps down to 15 as well. I was focused on flying the instrument approach since I did not have the airport in sight at the time; but I was having trouble keeping the speed; so I added power to about 24' and even then; the airplane was flying at 110 knots. I suspected at the time that this was due to the tailwind that I had on approach. The airplane had a decent crab angle to the right on approach; so I was anticipating on putting in right aileron and left rudder on the flare. I got the airport in sight at about 1000 feet high and began to put in the rest of the flaps at about 200 feet. As the flaps came down; I noticed I had to put more and more right rudder to keep it coordinated. At this point I started to suspect something was off. Things only got stranger for me when I brought the power back to idle and initiated the flare. As I put in the throttle to idle; and put in my crosswind corrections; I was caught off guard when the airplane started yawing in a direction I was not expecting. I reacted and did the best I could to keep the plane aligned with the runway during the landing.After touchdown; the MP caught my attention. The left engine was showing ambient; but the left engine's propeller was still spinning during the rollout. I moved the throttle; but it showed no response. As the airplane slowed down; the prop finally stopped spinning and I knew what had happened. I rechecked the fuel pumps and they were both set to the low position. I check all my switches and lever positions to make sure everything was where it was supposed to be during the final approach; and it was. I did not attempt anything else with the engine at that point; and only let it coast to the parking spot. After a while I did notice an oil puddle start to form underneath the left engine.

Data retrieved from NASA's ASRS site 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.