Narrative:

After departure from (mco) and level at 3000 ft MSL we bagan to encounter engine problems. We were flying a piper seminole PA44-180 rented from an FBO in titusville, fl. The aircraft was previously owned by a training center. Our location was approximately 10 mi east of mco. We first received vacuum warning light which was in conjunction with a loss of vacuum pressure in the left engine. Approximately 30 seconds later the left engine oil warning light illuminated with the left oil pressure gauge falling. It was clear that we were loosing oil pressure. Within 30 seconds of the indication the left engine began to shutter the aircraft. After approximately 20 seconds of shuttering the engine went to feather and completely stopped. At this point we were going through the proper emergency checklists, but had not feathered the left engine. We immediately told ATC (orlando departure) that we were encountering engine problems and that we were requesting to land at the closest airport. With the engine feathered we were holding altitude with nominal single engine performance. The PNF and I both mei qualified really worked well together. The flight ended with a safe landing at titusville airport. I was the PF and the PNF therefore executed the radio calls and checklists for emergency contingencies on approach and landing. Callback conversation with reporter revealed the following information: the reporter was surprised that a fairly low time engine would fail as this one did. He said that it was a normally aspirated (non turbo) engine that has been reliable in the past. He was curious about the possibility of faulty or counterfeit parts being used in its last overhaul, but does not know how to check to something such as that. The reporter says that the FAA interviewed him and the other pilot as a routine matter and there was no actions pending.

Related reports:

Google
 

Original NASA ASRS Text

Title: INFLT ENG SHUTDOWN - THE PLTS OF THIS LIGHT TWIN DIVERT FOR A SAFE LNDG AFTER AN ENG FAILURE.

Narrative: AFTER DEP FROM (MCO) AND LEVEL AT 3000 FT MSL WE BAGAN TO ENCOUNTER ENG PROBS. WE WERE FLYING A PIPER SEMINOLE PA44-180 RENTED FROM AN FBO IN TITUSVILLE, FL. THE ACFT WAS PREVIOUSLY OWNED BY A TRAINING CTR. OUR LOCATION WAS APPROX 10 MI E OF MCO. WE FIRST RECEIVED VACUUM WARNING LIGHT WHICH WAS IN CONJUNCTION WITH A LOSS OF VACUUM PRESSURE IN THE L ENG. APPROX 30 SECONDS LATER THE L ENG OIL WARNING LIGHT ILLUMINATED WITH THE L OIL PRESSURE GAUGE FALLING. IT WAS CLR THAT WE WERE LOOSING OIL PRESSURE. WITHIN 30 SECONDS OF THE INDICATION THE L ENG BEGAN TO SHUTTER THE ACFT. AFTER APPROX 20 SECONDS OF SHUTTERING THE ENG WENT TO FEATHER AND COMPLETELY STOPPED. AT THIS POINT WE WERE GOING THROUGH THE PROPER EMER CHKLISTS, BUT HAD NOT FEATHERED THE L ENG. WE IMMEDIATELY TOLD ATC (ORLANDO DEP) THAT WE WERE ENCOUNTERING ENG PROBS AND THAT WE WERE REQUESTING TO LAND AT THE CLOSEST ARPT. WITH THE ENG FEATHERED WE WERE HOLDING ALT WITH NOMINAL SINGLE ENG PERFORMANCE. THE PNF AND I BOTH MEI QUALIFIED REALLY WORKED WELL TOGETHER. THE FLT ENDED WITH A SAFE LNDG AT TITUSVILLE ARPT. I WAS THE PF AND THE PNF THEREFORE EXECUTED THE RADIO CALLS AND CHKLISTS FOR EMER CONTINGENCIES ON APCH AND LNDG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR WAS SURPRISED THAT A FAIRLY LOW TIME ENG WOULD FAIL AS THIS ONE DID. HE SAID THAT IT WAS A NORMALLY ASPIRATED (NON TURBO) ENG THAT HAS BEEN RELIABLE IN THE PAST. HE WAS CURIOUS ABOUT THE POSSIBILITY OF FAULTY OR COUNTERFEIT PARTS BEING USED IN ITS LAST OVERHAUL, BUT DOES NOT KNOW HOW TO CHK TO SOMETHING SUCH AS THAT. THE RPTR SAYS THAT THE FAA INTERVIEWED HIM AND THE OTHER PLT AS A ROUTINE MATTER AND THERE WAS NO ACTIONS PENDING.

Data retrieved from NASA's ASRS site as of July 2007 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.