Narrative:

After departing runway 15 at bur airport and establishing the aircraft on a 210 degree heading, we began experiencing surging from the right engine. The fuel pressure instrument was indicating wide variations in fuel flows on the right engine. If we continued on the 210 degree heading, it would have taken us further from the airport and if the engine problem would have worsened, jeopardized our safety. We deviated from the 210 degree heading to stay close to the airport. This was a high stress situation. The mechanic who checked the engine believes that the 100+ temperatures caused the surging, along with a lower than normal fuel boost pump pressure, which he has now adjusted. This incident occurred in VFR conditions and our actions jeopardized no other aircraft. Callback conversation with reporter revealed the following information: the reporter stated he was flying a cessna 414. He said at 1300 ft he started getting the surging so started around about 500 ft above the ground. With the turn to the north, he kept the aircraft near the runway where he could land on runway 8 if necessary. By making some in-cockpit adjustments he was able to get the engine to run correctly. The reporter said he was on socal approach. When socal asked him his heading he had the engine running smoothly and turned back to the 210 degree heading. The reporter continued on his flight to grand junction where repairs were made for the flight to europe.

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Original NASA ASRS Text

Title: AFTER DEPARTING RWY 15 AT BUR ARPT AND ESTABLISHING ON A 210 DEG HDG, THE RPTR EXPERIENCED SIGNIFICANT SURGING OF THE R ENG AND FUEL PRESSURE AND FLOW. THE RPTR DECIDED TO KEEP THE ACFT IN CLOSE TO THE ARPT. THE MECH THOUGHT THE HIGH OUTSIDE AIR TEMP ALONG WITH LOWER THAN NORMAL FUEL BOOST PUMP PRESSURE WHICH WAS ADJUSTED, WERE THE CAUSES OF THE PROB.

Narrative: AFTER DEPARTING RWY 15 AT BUR ARPT AND ESTABLISHING THE ACFT ON A 210 DEG HDG, WE BEGAN EXPERIENCING SURGING FROM THE R ENG. THE FUEL PRESSURE INST WAS INDICATING WIDE VARIATIONS IN FUEL FLOWS ON THE R ENG. IF WE CONTINUED ON THE 210 DEG HDG, IT WOULD HAVE TAKEN US FURTHER FROM THE ARPT AND IF THE ENG PROB WOULD HAVE WORSENED, JEOPARDIZED OUR SAFETY. WE DEVIATED FROM THE 210 DEG HDG TO STAY CLOSE TO THE ARPT. THIS WAS A HIGH STRESS SIT. THE MECH WHO CHKED THE ENG BELIEVES THAT THE 100+ TEMPS CAUSED THE SURGING, ALONG WITH A LOWER THAN NORMAL FUEL BOOST PUMP PRESSURE, WHICH HE HAS NOW ADJUSTED. THIS INCIDENT OCCURRED IN VFR CONDITIONS AND OUR ACTIONS JEOPARDIZED NO OTHER ACFT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED HE WAS FLYING A CESSNA 414. HE SAID AT 1300 FT HE STARTED GETTING THE SURGING SO STARTED AROUND ABOUT 500 FT ABOVE THE GND. WITH THE TURN TO THE N, HE KEPT THE ACFT NEAR THE RWY WHERE HE COULD LAND ON RWY 8 IF NECESSARY. BY MAKING SOME IN-COCKPIT ADJUSTMENTS HE WAS ABLE TO GET THE ENG TO RUN CORRECTLY. THE RPTR SAID HE WAS ON SOCAL APCH. WHEN SOCAL ASKED HIM HIS HDG HE HAD THE ENG RUNNING SMOOTHLY AND TURNED BACK TO THE 210 DEG HDG. THE RPTR CONTINUED ON HIS FLT TO GRAND JUNCTION WHERE REPAIRS WERE MADE FOR THE FLT TO EUROPE.

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.