Skyhawk 172/Cutlass 172
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 130; Flight Crew Total 950; Flight Crew Type 800
Communication Breakdown
Conflict Airborne Conflict
Flight Crew Took Evasive Action
Aircraft; Human Factors
Got flight following with Travis Approach and climbed to 6;000 with the intent to practice simulated engine out at the airport providing enough altitude for separation and power off glide distance for demonstration purposes coupled with an actual landing in a familiar environment.  About 8 nautical miles from the airport I asked if there were any targets between our position and the airport and Travis Approach responded that there were no targets observed so I then proceeded to cancel flight following with Travis approach.I switched over to the CTAF on communication 1 and verified that the radio panel was properly set to Transmit and Receive over communication 1 and to simultaneously receive over communication 2 and then checked the weather conditions (wind 180@6kts favoring runway 20).  At 6 nautical miles I made a radio call over the CTAF and gave full position report position/distance/altitude/intentions of the simulated engine failure for runway 20; no reply from any traffic.  I then simulated an engine failure and the student proceeded to start the emergency procedures checklist. At 5 miles I made another radio call announcing (position/distance/altitude/intentions of the simulated engine failure for runway 20); no reply from any other traffic.  At 3NM I made another radio call announcing (position/distance/altitude/intentions of the simulated engine failure for runway 20); no reply from any other traffic.  When we were directly over the field; I made another radio call announcing (position/distance/altitude/intentions of the simulated engine failure for runway 20); no reply from any other traffic.Continuously through the descending orbit; over the approach end of runway 20 and the right downwind-abeam position; I was double checking frequencies; searching for area traffic; and making a radio call; at every 360 degree turn; announcing (position/altitude/intentions of the simulated engine failure for runway 20).  When at appropriate pattern altitude at the downwind position; and after making another radio call (announcing position/altitude/intentions of the simulated engine failure for runway 20) we started to fly a normal power-off approach to complete the simulated engine out procedure.  When turning final we saw an aircraft on the departure leg of runway 2 (runway 20 reciprocal); poised to pass over the top of us.  I took the aircraft immediately from the student both verbally and physically and then proceeded to make a controlled descent to assure safe clearance from the other aircraft.  The aircraft passed over us in excess of 500 feet.  We landed safely and the aircraft departed the area without incident.  After we crossed the hold short lines and were clear of the runway I wanted to verify that we were on the correct CTAF because during the time from 6;000 feet to the touchdown we heard no radio calls what so ever from any other aircraft.  I verified our audio panel was set up correctly and that the frequency was correct; and then cycled the radio and did a radio check.  After cycling away from and then back to the frequency I made a radio check call and received a loud and clear.
A C172 instructor describes a simulated engine out approach and landing commencing at 6;000 feet and eight miles from the field. Numerous position reports are made on the CTAF with no response. On final approach an aircraft is sighted departing; opposite direction; and evasive action is taken.