Narrative:

When I departed in the morning from vny to bfl, I noted that I had 1800 pounds of fuel, which was more than enough for the whole day's flts. After I landed in bfl, I noted the fuel again showing 1400 pounds total fuel, which is a logical fuel flow for a 25 min flight. I preflted the aircraft at XA00 local time, checking the fuel and noticing that I had 600 pounds in the right side and 800 pounds in the left side. This would allow me considerably more than was necessary to make the 20 min flight from bfl to vny plus the 30 min VFR reserve. I departed bfl under VFR flight at XF15 local time. As I began my descent over gorman, I noticed the right fuel gauge had dropped considerably more than planned and was showing just under 400 pounds left. Over the newhall pass after completing my approach checklist I noticed the right fuel gauge reading just over 200 pounds, I then realized I had an erroneous fuel indication and decided to keep my approach higher than normal in case anything were to happen. As I was descending through 2000 ft, my right engine partially lost power. Through 1800 ft the aircraft began to yaw to the right. The airspeed had also slowed to just below blue line. I brought the flaps and gear up and began my memory items when I realized my gear wasn't going up. The gear would not come up due to the landing gear motor being pwred from the right dc generator bus which is supplied power from the right dc generator. The current limiter had also failed preventing power from the left dc generator being supplied to the right dc generator bus. I then had to descend 200 ft to gain airspeed to get back to blue line. Once I was stabilized, I realized that I had also lost my ability to transmit to the tower, however, I could hear the tower. By the time I had the situation stabilized, I was already 40-50 degrees off course and decided to continue with the right turn (utilizing the good left engine) back to the field. I completed the engine failure checklist. I then turned on the left boost pump and opened the xflow valve and the right engine restarted. As I turned final, I felt that my approach was not stabilized so I initiated a go around. I flew a standard right pattern and kept it high on final to be sure to make the runway if anything else were to happen. I landed and taxied the aircraft back to the hangar and shut the aircraft down. I evacuate/evacuationed the aircraft out of the left rear aircraft door using normal procedures.

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Original NASA ASRS Text

Title: A COMMERCIAL RATED ATX PLT FLYING A BE90 EXPERIENCED FUEL EXHAUSTION IN 1 WING AND RESULTANT ENG FAILURE.

Narrative: WHEN I DEPARTED IN THE MORNING FROM VNY TO BFL, I NOTED THAT I HAD 1800 LBS OF FUEL, WHICH WAS MORE THAN ENOUGH FOR THE WHOLE DAY'S FLTS. AFTER I LANDED IN BFL, I NOTED THE FUEL AGAIN SHOWING 1400 LBS TOTAL FUEL, WHICH IS A LOGICAL FUEL FLOW FOR A 25 MIN FLT. I PREFLTED THE ACFT AT XA00 LCL TIME, CHKING THE FUEL AND NOTICING THAT I HAD 600 LBS IN THE R SIDE AND 800 LBS IN THE L SIDE. THIS WOULD ALLOW ME CONSIDERABLY MORE THAN WAS NECESSARY TO MAKE THE 20 MIN FLT FROM BFL TO VNY PLUS THE 30 MIN VFR RESERVE. I DEPARTED BFL UNDER VFR FLT AT XF15 LCL TIME. AS I BEGAN MY DSCNT OVER GORMAN, I NOTICED THE R FUEL GAUGE HAD DROPPED CONSIDERABLY MORE THAN PLANNED AND WAS SHOWING JUST UNDER 400 LBS LEFT. OVER THE NEWHALL PASS AFTER COMPLETING MY APCH CHKLIST I NOTICED THE R FUEL GAUGE READING JUST OVER 200 LBS, I THEN REALIZED I HAD AN ERRONEOUS FUEL INDICATION AND DECIDED TO KEEP MY APCH HIGHER THAN NORMAL IN CASE ANYTHING WERE TO HAPPEN. AS I WAS DSNDING THROUGH 2000 FT, MY R ENG PARTIALLY LOST PWR. THROUGH 1800 FT THE ACFT BEGAN TO YAW TO THE R. THE AIRSPD HAD ALSO SLOWED TO JUST BELOW BLUE LINE. I BROUGHT THE FLAPS AND GEAR UP AND BEGAN MY MEMORY ITEMS WHEN I REALIZED MY GEAR WASN'T GOING UP. THE GEAR WOULD NOT COME UP DUE TO THE LNDG GEAR MOTOR BEING PWRED FROM THE R DC GENERATOR BUS WHICH IS SUPPLIED PWR FROM THE R DC GENERATOR. THE CURRENT LIMITER HAD ALSO FAILED PREVENTING PWR FROM THE L DC GENERATOR BEING SUPPLIED TO THE R DC GENERATOR BUS. I THEN HAD TO DSND 200 FT TO GAIN AIRSPD TO GET BACK TO BLUE LINE. ONCE I WAS STABILIZED, I REALIZED THAT I HAD ALSO LOST MY ABILITY TO XMIT TO THE TWR, HOWEVER, I COULD HEAR THE TWR. BY THE TIME I HAD THE SIT STABILIZED, I WAS ALREADY 40-50 DEGS OFF COURSE AND DECIDED TO CONTINUE WITH THE R TURN (UTILIZING THE GOOD L ENG) BACK TO THE FIELD. I COMPLETED THE ENG FAILURE CHKLIST. I THEN TURNED ON THE L BOOST PUMP AND OPENED THE XFLOW VALVE AND THE R ENG RESTARTED. AS I TURNED FINAL, I FELT THAT MY APCH WAS NOT STABILIZED SO I INITIATED A GAR. I FLEW A STANDARD R PATTERN AND KEPT IT HIGH ON FINAL TO BE SURE TO MAKE THE RWY IF ANYTHING ELSE WERE TO HAPPEN. I LANDED AND TAXIED THE ACFT BACK TO THE HANGAR AND SHUT THE ACFT DOWN. I EVACED THE ACFT OUT OF THE L REAR ACFT DOOR USING NORMAL PROCS.

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.