Narrative:

Established on final ILS xxl at 5;000 ft MSL; I was told by approach control to maintain 160 KIAS till FAF. I was unable to maintain that speed due to a loss of engine power that was unknown (source) and I did not relay that information to approach control in a timely enough fashion and they broke me off of the approach and instructed me to call the tower by telephone on the ground. While being vectored for a second ILS xxl approach I was still at a reduced power output that I attributed to a lack of fuel flow (contamination/extreme cold)? While on final approach ILS xxl at 5;000 ft MSL I again could not hold the 145 KTS speed I thought I could till final due to engine surges on both engines and loss of power. Approach control requested I break off the approach due to the lack of speed and trailing traffic; but I declared an emergency because I could not maintain power to be vectored for another approach. Just inside the FAF power returned to normal and I was able to make a normal landing without incident. I called (tower) on the ground and apologized for not being faster with the unable to maintain speed to FAF. On the first approach. In hindsight; I should have done a better job of communicating the situation to approach control at the first indication that I was unable to comply with the speed request and as to the reasons why. I should have done a better job of fuel flow recognition and management with the capabilities of the aircraft for speed in the approach configuration of gear down and 15 degree flaps. On the second ILS xxl approach I declared an emergency due to the uncertainty of engine power; loss of airspeed; IMC to minimum conditions; and passengers on board. I was established on the localizer and could maintain GS; although at a reduced airspeed 110 KTS until touchdown. I dropped off the passengers and refueled. Called company maintenance and did a through run-up and engine check before departing to my home destination without incident. The aircraft performed normal.

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Original NASA ASRS Text

Title: A PA-60-600 was given a go-around when he was unable to maintain power to increased approach speed because of erratic fuel flow possibly due to contamination or extreme cold. The pilot declared an emergency on the next approach.

Narrative: Established on final ILS XXL at 5;000 FT MSL; I was told by Approach Control to maintain 160 KIAS till FAF. I was unable to maintain that speed due to a loss of engine power that was unknown (source) and I did not relay that information to Approach Control in a timely enough fashion and they broke me off of the approach and instructed me to call the Tower by telephone on the ground. While being vectored for a second ILS XXL Approach I was still at a reduced power output that I attributed to a lack of fuel flow (contamination/extreme cold)? While on Final Approach ILS XXL at 5;000 FT MSL I again could not hold the 145 KTS speed I thought I could till final due to engine surges on both engines and loss of power. Approach Control requested I break off the Approach due to the lack of speed and trailing traffic; but I declared an emergency because I could not maintain power to be vectored for another approach. Just inside the FAF power returned to normal and I was able to make a normal landing without incident. I called (Tower) on the ground and apologized for not being faster with the unable to maintain speed to FAF. On the first approach. In hindsight; I should have done a better job of communicating the situation to Approach Control at the first indication that I was unable to comply with the speed request and as to the reasons why. I should have done a better job of fuel flow recognition and management with the capabilities of the aircraft for speed in the Approach configuration of gear down and 15 degree flaps. On the second ILS XXL Approach I declared an emergency due to the uncertainty of engine power; loss of airspeed; IMC to minimum conditions; and passengers on board. I was established on the LOC and could maintain GS; although at a reduced airspeed 110 KTS until touchdown. I dropped off the passengers and refueled. Called company Maintenance and did a through run-up and engine check before departing to my home destination without incident. The aircraft performed normal.

Data retrieved from NASA's ASRS site as of April 2012 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.