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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Pilot of a cpr small transport twin turboprop continued to destination after making a precautionary shut down of 1 engine at high altitude.
| Attributes | |
| ACN | 301643 |
| Time | |
| Date | 199504 |
| Day | Wed |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : lal |
| State Reference | FL |
| Altitude | msl bound lower : 33000 msl bound upper : 33000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zjx |
| Operator | general aviation : corporate |
| Make Model Name | Conquest I/Conquest II |
| Operating Under FAR Part | Part 91 |
| Flight Phase | cruise other descent : approach descent other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : single pilot |
| Qualification | pilot : commercial pilot : instrument |
| Experience | flight time last 90 days : 100 flight time total : 3500 |
| ASRS Report | 301643 |
| Person 2 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Qualification | controller : radar |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | flight crew : declared emergency none taken : anomaly accepted |
| Consequence | faa : investigated Other |
| Supplementary | |
| Primary Problem | Aircraft |
Narrative:
At 33000 ft en route to lal right engine began to increase torque and temperature. Engine was shut down as a precautionary measure. Notified center and requested lower altitude. Received lower altitude. Filed route was shv direct tlh direct lal. Center revised route to present position direct lal. WX at the time was overcast below with a front running nne through the tlh area to ssw out into the gulf. WX at lal was good VFR, due to WX and good single engine performance of the cessna 441 discussion was made to continue to lal. (Approximately 180 mi) tampa approach asked if I would be able to comply with the VFR procedures for the sun and fun arrs. I replied that I would prefer not to. They then advised to expect vectors for a 10 mi to runway 9 (visual). Another transmission was made saying that flight standard office advised landing at another airport. I replied that I would like to land at lakeland because maintenance being available there. (Flight was filed IFR as a maintenance flight to lal because lal has (FBO) a C441 garrett tpe 331 specializing shop). Approach issued a heading of 150 degrees which was complied with. Visual was made with airport, and reported. Instructed to call 3.5 mi final. Which I complied with. Landing was made uneventfully. The aircraft handled very well on single engine, maintained airspeed easily. At no time did I feel that it was an unsafe operation, and could have restarted the right engine if necessary. (The problem was later found to be a leak in the fuel controller and not related to the items that the aircraft was being taken to lal for - maintenance). There was no evasive action required. There is approximately 2500 hours before tbo left on the fuel controller, I don't know how its failure (leak) could have been predicted.
Original NASA ASRS Text
Title: PLT OF A CPR SMT TWIN TURBOPROP CONTINUED TO DEST AFTER MAKING A PRECAUTIONARY SHUT DOWN OF 1 ENG AT HIGH ALT.
Narrative: AT 33000 FT ENRTE TO LAL R ENG BEGAN TO INCREASE TORQUE AND TEMP. ENG WAS SHUT DOWN AS A PRECAUTIONARY MEASURE. NOTIFIED CTR AND REQUESTED LOWER ALT. RECEIVED LOWER ALT. FILED RTE WAS SHV DIRECT TLH DIRECT LAL. CTR REVISED RTE TO PRESENT POS DIRECT LAL. WX AT THE TIME WAS OVCST BELOW WITH A FRONT RUNNING NNE THROUGH THE TLH AREA TO SSW OUT INTO THE GULF. WX AT LAL WAS GOOD VFR, DUE TO WX AND GOOD SINGLE ENG PERFORMANCE OF THE CESSNA 441 DISCUSSION WAS MADE TO CONTINUE TO LAL. (APPROX 180 MI) TAMPA APCH ASKED IF I WOULD BE ABLE TO COMPLY WITH THE VFR PROCS FOR THE SUN AND FUN ARRS. I REPLIED THAT I WOULD PREFER NOT TO. THEY THEN ADVISED TO EXPECT VECTORS FOR A 10 MI TO RWY 9 (VISUAL). ANOTHER XMISSION WAS MADE SAYING THAT FLT STANDARD OFFICE ADVISED LNDG AT ANOTHER ARPT. I REPLIED THAT I WOULD LIKE TO LAND AT LAKELAND BECAUSE MAINT BEING AVAILABLE THERE. (FLT WAS FILED IFR AS A MAINT FLT TO LAL BECAUSE LAL HAS (FBO) A C441 GARRETT TPE 331 SPECIALIZING SHOP). APCH ISSUED A HDG OF 150 DEGS WHICH WAS COMPLIED WITH. VISUAL WAS MADE WITH ARPT, AND RPTED. INSTRUCTED TO CALL 3.5 MI FINAL. WHICH I COMPLIED WITH. LNDG WAS MADE UNEVENTFULLY. THE ACFT HANDLED VERY WELL ON SINGLE ENG, MAINTAINED AIRSPD EASILY. AT NO TIME DID I FEEL THAT IT WAS AN UNSAFE OP, AND COULD HAVE RESTARTED THE R ENG IF NECESSARY. (THE PROB WAS LATER FOUND TO BE A LEAK IN THE FUEL CTLR AND NOT RELATED TO THE ITEMS THAT THE ACFT WAS BEING TAKEN TO LAL FOR - MAINT). THERE WAS NO EVASIVE ACTION REQUIRED. THERE IS APPROX 2500 HRS BEFORE TBO LEFT ON THE FUEL CTLR, I DON'T KNOW HOW ITS FAILURE (LEAK) COULD HAVE BEEN PREDICTED.
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.