Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Flight Crew Last 90 Days 35; Flight Crew Total 1122; Flight Crew Type 31
Situational Awareness; Troubleshooting
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Climbing out of ZZZ I was on an IFR flight plan in VMC conditions in a climb just about to transition altimeter setting to 29.92 transitioning into the flight levels.  Engines were set at climb power (37.5' Mp 2400 RPM full rich) and the autopilot was engaged on Nav mode Direct ZZZ1 in Vertical Speed mode at about 800 FPM climbing at approximately 155-160 KIAS.The nose yawed hard right and I heard a tone change in the right engine.  At this time I disconnected the autopilot to hand fly the aircraft.  The mixtures were already full rich so I advanced the props forward to 2500 RPM.  I normally would have pushed both throttles full forward but knowing I had more than sufficient obstacle clearance below me and not wanting to put additional stresses on the left (good) engine I left the Mp on that engine at 37.5' and pitched for airspeed of 155.  Normally you would pitch for VySE however to maintain cooling and a higher margin of directional control I intentionally kept speed at 155KIAS and accepted any change in vertical speed which may have resulted.  I [notified ATC] and on multiple occasions told the controller to stand by and I did some trouble shooting and made a decision on what to do.  Leaving the left engine at about 37.5' and now at 2500 RPM I noted the right engine was producing only about 15' of manifold pressure; flowing 38 GPH of fuel with good pressures and oil temps with CHT's decreasing quickly.  As I moved the right throttle forward thrust rapidly decreased on the right engine causing more yaw.  When I decreased throttle to verify the thrust came back somewhat.  I made the decision to shut down; feather and secure the right engine which I did.I trimmed the aircraft and considered what was going on thinking this was likely an issue with the right turbo based on my engine inputs.  Although the engine was secured and I knew I could make an emergency landing single engine I decided to attempt one restart on the right engine under the thought process that one good turbocharged engine and one engine essentially operating as normally aspirated was better than one turbocharged engine and a feathered engine.  My aircraft has a digital engine monitor so if the right engine ran out of oil pressure or produced pressures or temperatures out of range I would get a visual alarm on the annunciator light in front of me.I told the controller that I wanted to divert to ZZZ2 and I turned towards the airport.  The controller cleared me to ZZZ2 and told me to let him know when I had the ATIS information.  Hand flying the aircraft with a very frightened wife beside me I tuned in ATIS on my Comm 2 wishing the controller had given me the altimeter; wind; runway in use field elevation and a vector and a frequency for tower.  I descended to pattern altitude and made an entry onto a right downwind and switched to tower.  Tower told me they briefly saw me trailing smoke.  I asked whether the smoke was black or white and they said it was white.  They stated white so I now knew I was losing oil somewhere.  I made a partial flap landing (20 degree) at 110 KIAS and made a slightly long landing.  After clearing the runway I shut down the right engine and performed an after landing checklist.  With the assistance of Ground I taxi the aircraft to the FBO and began making arrangements to get my wife home on a commercial flight and I called ZZZ Center; my Mechanic and an experienced CFI to get the link on how to file a report. Contributing factors were my relatively low time in type and time flying high performance turbocharged aircraft. I believe that my actions were for the most part good however I am still on the fence as to whether restarting an engine after shutdown was a good idea or whether I should have kept it feathered and headed straight for ZZZ2 with it feathered.  Factors affecting human performance were primarily fear and adrenaline.  I was very shaky during this event.  I believe that my biggest mistake was not being more firm withATC.  I should have requested in no uncertain terms that ZZZ Center give me the local altimeter setting runway in use winds and tower frequency when I wanted them.  I should not have taken my attention away from flying the aircraft single engine to turn in ATIS on my Com 2 and try to get basic information while listening to him direct other aircraft.  In the future I will remember that ATC is there to assist me and I will be more direct with requests during an [urgent situation].All in all I think everything turned out fine.  The failure appears to be catastrophic failure of the outboard turbo on the right engine.  A post mortem on the turbo and further inspection and oil analysis of the oil; screens and engine components and an analysis of the data from the engine monitor will tell shed further light on what happened.
PA-60 Pilot reported an engine failure during climb due to turbocharger failure. After feathering and securing the engine; the Pilot attempted an unsuccessful restart and diverted to a precautionary landing.