Narrative:

Prior to the event we had used deice; and anti-icing equipment while en route; and for that portion of the descent while in icing conditions. Icing was estimated to be light to moderate clear; changing to rime through the descent. Engine inlet heats were not turned on at any time during the flight. After breaking out of the bases and acquiring visual contact with the airport; we were cleared for the visual and subsequently canceled our IFR clearance. Descent; approach and before landing checks were completed. Aircraft was configured per SOP and we were established on final approach. At approximately 1/4 - 1/2 mi final; the right engine stopped producing power; followed almost immediately by the left engine. The captain idented both engines had failed and pulled the condition levers into the emergency shutoff/feather position. I called out airspds and the captain continued to fly the aircraft onto the runway. The aircraft touched down approximately on the numbers and we rolled to a stop just off the runway with both engines stopped/feathered. In speaking with one of the passenger; they noted ice buildup on a vent orifice protruding from one of the heated inlets. I am not certain if this was both engines or just one. Considering the surface temperature was 10 degrees C; and the fact the engine inlet heat was not turned on during the flight; a possible cause of the flameouts was melting ice being ingested into each engine. Proper procedure will be adhered to in the future with regard to use of engine inlet heat. Proper procedure is to turn engine ignitions on followed by engine inlet heat prior to entering icing conditions. Upon exiting icing conditions; engine inlets are turned off first; followed by engine ignitions. If ice remains on the aircraft structure; ignitions are to be left on for the duration of the flight until the aircraft is on the ground.

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Original NASA ASRS Text

Title: TURBO COMMANDER 690C FLT CREW REPORTS DOUBLE ENGINE FAILURE ON SHORT FINAL. BOTH ENGINES ARE FEATHERED AND A SUCCESSFUL POWER OFF LANDING ENSUES.

Narrative: PRIOR TO THE EVENT WE HAD USED DEICE; AND ANTI-ICING EQUIP WHILE ENRTE; AND FOR THAT PORTION OF THE DSCNT WHILE IN ICING CONDITIONS. ICING WAS ESTIMATED TO BE LIGHT TO MODERATE CLR; CHANGING TO RIME THROUGH THE DSCNT. ENG INLET HEATS WERE NOT TURNED ON AT ANY TIME DURING THE FLT. AFTER BREAKING OUT OF THE BASES AND ACQUIRING VISUAL CONTACT WITH THE ARPT; WE WERE CLRED FOR THE VISUAL AND SUBSEQUENTLY CANCELED OUR IFR CLRNC. DSCNT; APCH AND BEFORE LNDG CHKS WERE COMPLETED. ACFT WAS CONFIGURED PER SOP AND WE WERE ESTABLISHED ON FINAL APCH. AT APPROX 1/4 - 1/2 MI FINAL; THE R ENG STOPPED PRODUCING PWR; FOLLOWED ALMOST IMMEDIATELY BY THE L ENG. THE CAPT IDENTED BOTH ENGS HAD FAILED AND PULLED THE CONDITION LEVERS INTO THE EMER SHUTOFF/FEATHER POS. I CALLED OUT AIRSPDS AND THE CAPT CONTINUED TO FLY THE ACFT ONTO THE RWY. THE ACFT TOUCHED DOWN APPROX ON THE NUMBERS AND WE ROLLED TO A STOP JUST OFF THE RWY WITH BOTH ENGS STOPPED/FEATHERED. IN SPEAKING WITH ONE OF THE PAX; THEY NOTED ICE BUILDUP ON A VENT ORIFICE PROTRUDING FROM ONE OF THE HEATED INLETS. I AM NOT CERTAIN IF THIS WAS BOTH ENGS OR JUST ONE. CONSIDERING THE SURFACE TEMP WAS 10 DEGS C; AND THE FACT THE ENG INLET HEAT WAS NOT TURNED ON DURING THE FLT; A POSSIBLE CAUSE OF THE FLAMEOUTS WAS MELTING ICE BEING INGESTED INTO EACH ENG. PROPER PROC WILL BE ADHERED TO IN THE FUTURE WITH REGARD TO USE OF ENG INLET HEAT. PROPER PROC IS TO TURN ENG IGNITIONS ON FOLLOWED BY ENG INLET HEAT PRIOR TO ENTERING ICING CONDITIONS. UPON EXITING ICING CONDITIONS; ENG INLETS ARE TURNED OFF FIRST; FOLLOWED BY ENG IGNITIONS. IF ICE REMAINS ON THE ACFT STRUCTURE; IGNITIONS ARE TO BE LEFT ON FOR THE DURATION OF THE FLT UNTIL THE ACFT IS ON THE GND.

Data retrieved from NASA's ASRS site as of January 2009 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.