Narrative:

Ferry flight C dtw-day, authority/authorized/approved by chief pilot and maintenance supervisor. Forecast WX at day 2 degrees-0c4 4R-F ocnl C2 2 rw-/trw-F. Reason for ferry was inoperative copilot's attitude indicator. There was another operative attitude indicator in the center of the panel. En route the day WX was deteriorating rapidly. ATIS 2 2RF 46/45 070/10 29.75. By our arrival in the area of day, the WX was approximately X 8 1/2 RF 48/47 070/7 29.72. Shortly after passing rod VOR, approximately 15 NM nne day, at 6000' MSL, in heavy rain with copilot's attitude indicator inoperative, both engines began surging. We accomplished known procedures. The engines returned to steady operation. The aircraft had flying speed and power, but the torque indicators were erratic. Since we were already on day approach control, we considered it prudent to land west/O delay and so stated to day approach control. They responded immediately by offering a straight into runway 18 or vectors to 06L. Time wise, both runways were about the same and the wind favored 06L and we requested 06L. We were asked numerous times whether we needed assistance. We were asked, time permitting, for information re: sob's and fuel. We provided the requested information, but declined, each time, the need for assistance. Even so, when we landed, the emergency equipment had been deployed. Again we informed the tower that we had landed safely and did not need the services of the equipment. Then 1 truck followed us to our maintenance parking area and requested captain's name, ATP # and address. We never shut down or lost an engine in flight, did not have nor declare an emergency. We had expressed a desire, based on the possibility of losing 1 engine, not to receive extensive vectoring during our approach to day.

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Original NASA ASRS Text

Title: COMMUTER LTT ON A FERRY FLT REQUESTS MINIMUM DELAY APCH VECTORS AFTER ENGINE BEGAN TO SURGE IN HEAVY RAIN. FO ATTITUDE INDICATOR WAS INOPERATIVE AND WAS REASON FOR THE FERRY FLT.

Narrative: FERRY FLT C DTW-DAY, AUTH/APPROVED BY CHIEF PLT AND MAINT SUPVR. FORECAST WX AT DAY 2 DEGS-0C4 4R-F OCNL C2 2 RW-/TRW-F. REASON FOR FERRY WAS INOP COPLT'S ATTITUDE INDICATOR. THERE WAS ANOTHER OPERATIVE ATTITUDE INDICATOR IN THE CENTER OF THE PANEL. ENRTE THE DAY WX WAS DETERIORATING RAPIDLY. ATIS 2 2RF 46/45 070/10 29.75. BY OUR ARR IN THE AREA OF DAY, THE WX WAS APPROX X 8 1/2 RF 48/47 070/7 29.72. SHORTLY AFTER PASSING ROD VOR, APPROX 15 NM NNE DAY, AT 6000' MSL, IN HEAVY RAIN WITH COPLT'S ATTITUDE INDICATOR INOP, BOTH ENGS BEGAN SURGING. WE ACCOMPLISHED KNOWN PROCS. THE ENGS RETURNED TO STEADY OPERATION. THE ACFT HAD FLYING SPD AND PWR, BUT THE TORQUE INDICATORS WERE ERRATIC. SINCE WE WERE ALREADY ON DAY APCH CTL, WE CONSIDERED IT PRUDENT TO LAND W/O DELAY AND SO STATED TO DAY APCH CTL. THEY RESPONDED IMMEDIATELY BY OFFERING A STRAIGHT INTO RWY 18 OR VECTORS TO 06L. TIME WISE, BOTH RWYS WERE ABOUT THE SAME AND THE WIND FAVORED 06L AND WE REQUESTED 06L. WE WERE ASKED NUMEROUS TIMES WHETHER WE NEEDED ASSISTANCE. WE WERE ASKED, TIME PERMITTING, FOR INFO RE: SOB'S AND FUEL. WE PROVIDED THE REQUESTED INFO, BUT DECLINED, EACH TIME, THE NEED FOR ASSISTANCE. EVEN SO, WHEN WE LANDED, THE EMER EQUIP HAD BEEN DEPLOYED. AGAIN WE INFORMED THE TWR THAT WE HAD LANDED SAFELY AND DID NOT NEED THE SVCS OF THE EQUIP. THEN 1 TRUCK FOLLOWED US TO OUR MAINT PARKING AREA AND REQUESTED CAPT'S NAME, ATP # AND ADDRESS. WE NEVER SHUT DOWN OR LOST AN ENG IN FLT, DID NOT HAVE NOR DECLARE AN EMER. WE HAD EXPRESSED A DESIRE, BASED ON THE POSSIBILITY OF LOSING 1 ENG, NOT TO RECEIVE EXTENSIVE VECTORING DURING OUR APCH TO DAY.

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.