Narrative:

Returning from teterboro airport (kteb), I was aligned with the localizer for ILS -23 at kcak. The autoplt was on. Most of the trip had been in clear sky with a cloud layer 5000-8000 ft below. The sky near the airport was hazy. There was no precipitation or icing evident. The altitude was high by several thousand ft. Several mi outside the OM I was given permission to reduce altitude. I throttled back to 400-600 ft-pounds torque, set approach flaps and increased propeller speed to maximum to slow the plane. I dropped the landing gear to lose altitude faster. Automatic ignition switches were armed. I was descending at greater than 1500 fps. Airspeed was about 130 KTS. I expected no problem being able to land. Other than correcting for altitude, this was a routine ILS approach. Just inside the OM, I saw the right engine annunciator panel light for automatic ignition go on. The propeller was turning. I looked at the right engine gauges, but could see no obvious problem. I looked at airspeed and saw that it was rapidly slowing and was under 100 KTS. I pushed the throttle levers forward to about 1200 ft-pounds torque to increase the speed. The right engine then restarted with high power. The restart pushed the plane hard left and into a fast descent. I switched off the autoplt and was able to control the plane as I broke out of the haze. I was given vectors for a new approach, which was executed without further incident. I think that the engine partially or totally flamed out, fuel poured into the engine and then, with automatic ignition, the engine restarted. I do not know the cause of the flameout. Maintenance is investigating fuel flow control settings. It is possible that it would be better to either have the automatic igniters 'on' instead of armed or have them 'off' in good WX conditions to avoid the high pwred restart of the engine with subsequent spin-out.

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Original NASA ASRS Text

Title: BE-10 PLT LOST ALT AND AIRSPD DURING #2 ENG FLAMEOUT AND RESTART.

Narrative: RETURNING FROM TETERBORO ARPT (KTEB), I WAS ALIGNED WITH THE LOC FOR ILS -23 AT KCAK. THE AUTOPLT WAS ON. MOST OF THE TRIP HAD BEEN IN CLR SKY WITH A CLOUD LAYER 5000-8000 FT BELOW. THE SKY NEAR THE ARPT WAS HAZY. THERE WAS NO PRECIPITATION OR ICING EVIDENT. THE ALT WAS HIGH BY SEVERAL THOUSAND FT. SEVERAL MI OUTSIDE THE OM I WAS GIVEN PERMISSION TO REDUCE ALT. I THROTTLED BACK TO 400-600 FT-POUNDS TORQUE, SET APCH FLAPS AND INCREASED PROPELLER SPD TO MAXIMUM TO SLOW THE PLANE. I DROPPED THE LNDG GEAR TO LOSE ALT FASTER. AUTO IGNITION SWITCHES WERE ARMED. I WAS DSNDING AT GREATER THAN 1500 FPS. AIRSPD WAS ABOUT 130 KTS. I EXPECTED NO PROB BEING ABLE TO LAND. OTHER THAN CORRECTING FOR ALT, THIS WAS A ROUTINE ILS APCH. JUST INSIDE THE OM, I SAW THE R ENG ANNUNCIATOR PANEL LIGHT FOR AUTO IGNITION GO ON. THE PROP WAS TURNING. I LOOKED AT THE R ENG GAUGES, BUT COULD SEE NO OBVIOUS PROB. I LOOKED AT AIRSPD AND SAW THAT IT WAS RAPIDLY SLOWING AND WAS UNDER 100 KTS. I PUSHED THE THROTTLE LEVERS FORWARD TO ABOUT 1200 FT-POUNDS TORQUE TO INCREASE THE SPD. THE R ENG THEN RESTARTED WITH HIGH PWR. THE RESTART PUSHED THE PLANE HARD L AND INTO A FAST DSCNT. I SWITCHED OFF THE AUTOPLT AND WAS ABLE TO CTL THE PLANE AS I BROKE OUT OF THE HAZE. I WAS GIVEN VECTORS FOR A NEW APCH, WHICH WAS EXECUTED WITHOUT FURTHER INCIDENT. I THINK THAT THE ENG PARTIALLY OR TOTALLY FLAMED OUT, FUEL POURED INTO THE ENG AND THEN, WITH AUTO IGNITION, THE ENG RESTARTED. I DO NOT KNOW THE CAUSE OF THE FLAMEOUT. MAINT IS INVESTIGATING FUEL FLOW CTL SETTINGS. IT IS POSSIBLE THAT IT WOULD BE BETTER TO EITHER HAVE THE AUTO IGNITERS 'ON' INSTEAD OF ARMED OR HAVE THEM 'OFF' IN GOOD WX CONDITIONS TO AVOID THE HIGH PWRED RESTART OF THE ENG WITH SUBSEQUENT SPIN-OUT.

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.