my, wv, cof Service Newsletter November 29, 1999 ‘SNL99-15. TITLE: ENGINE OPERATIONAL PROCEDURES - UNCOMMANDED ENGINE FUEL FLOW INCREASE To: Cessna Distributors, Propjet Service Stations, and Conquest I! Airplane Owners MODELS AFFECTED Model 441 Airplanes DISCUSSION ‘The purpose of this Service Newsletter is to transmit AlliedSignal Operating Information Letter Ol 331-17 concerning engine operational procedures in the event of an uncommanded engine fuel flow increase. According to AlliedSignal; “There have been two recent incidents in which TPESS1-10N powered Cessna Conquest (C441) aircraft have experienced uncommanded engine fuel flow increases in flight, resulting in ‘an unexpected high torque and asymmetric thrust. The TPE331-8 powered C441 is also susceptible to ‘such events due to commonality of the engine control system.” NOTE: Cessna certified and delivered the Model 441 airplane from the factory with the TPE331-8 series engine only. Airplanes with the TPE331-10N engines have normally been field modified without Cessna certification or approval ‘AlliedSignal 01 331-17 is attached and provides recommendations which are general in nature, and are intended only to supplement the approved Pilots Operating Handbook (POH) procedures. In case of conflicting requirements, the POH shall be the controlling document. Ol 331-17 should be reviewed and understood by all maintenance and flight crews. OWNER NOTIFICATION (On November 29, 1999 a copy of this Service Newsletter will be sent to applicable owners of record. Page 1 of 1 “To obtain satisfactory resis, procedures specie’ in his publication must be accomplished in accordance with accepted methods and prevaiing goverment regulsbors. The Cessna AireraR Company cannot be responsible for the quaity of work performed in ‘complshng the requirements of this pubicaton. ‘Tne Cozens Aleratt Company, Produ! Suppo P.O ex 7708, Web, Kanes 6727, US. (916) 517-5800, Facsimie (36) 942-9006, COPYRIGHT © 1999“Aig AlliedSignal Tit Sour 34h Set Phocre AZ 50722181 PLEASE DISTRIBUTE TO ALL AFFECTED FLIGHT CREW MEMBERS AND MAINTENANCE PERSONNEL 01 331-17 October 29, 1999 TO: All Owners/Operators, Airframe Manufacturers, Distributors, Sales and Service Organizations, and Field Service Representatives APPLICATIONS: All TPE331-8/-10N Engines PURPOSE: To emphasize operational procedures to be followed in the event of cer- tain engine control system problems. DISCUSSION: There have been two recent incidents in which TPE331-10N powered Cessna Conquest (C441) aircraft have experienced uncommanded engine fuel flow increases in flight, resulting in an unexpected high torque and asymmetric thrust. The TPE331-8 powered C441 is also susceptible to such events due to commonality of the engine control system. An uncommanded engine fuel flow increase or fluctuation may result from an open torque motor circuit within the engine fuel control. With the Electronic Engine Control (EEC) in normal mode (Fuel Computer switch ON), a low current to the fuel control torque motor will result in a high fuel flow command. Reducing the power lever to flight idle will not re- duce fuel flow to the engine. Oscillations may result from an intermit- tently open torque motor circuit. ‘An uncommanded engine fuel flow increase may also result from an elec- trical short in the engine monopole circuit when the engine power lever is reduced below flight idle. With the EEC in normal mode (Fuel Computer switch ON) and the power lever below flight idle, a low engine speed condition is sensed by the EEC in the event of an electrically shorted mo- nopole circuit. This condition will result in increased fuel flow. Oscilla- tions may result from an intermittently shorted monopole circuit.RECOMMENDATIONS: 1 In the event of uncommanded engine fuel flow in- crease or fluctuation im flight with the EEC in normal mode (Fuel Computer switch ON), immediately select manual mode by selecting Fuel Computer switch OFF, and verify illumination of the FUEL COMP OFF annunciator light. Complete the flight with the EEC in manual mode. Refer to the aircraft Pilot’s Operating Handbook for manual mode operating procedures. Do not attempt to return to nor- mal mode until after engine shutdown. 2 In the event of uncommanded engine fuel flow in- crease or fluctuation during the landing flare or on final approach with the EEC in normal mode (Fuel Computer switch ON), immedi- ately advance both power levers and initiate a go-around or missed ap- proach. Upon reaching a safe altitude and airspeed, select manual mode by selecting Fuel Computer switch OFF, and verify illumination of the FUEL COMP OFF annunciator light. Complete the flight with the EEC in manual mode. Refer to the aircraft Pilot’s Operating Hand- book for manual mode operating procedures. Do not attempt to return to normal mode until after engine shutdown. 3. In the event of uncommanded engine fuel flow in- crease or fluctuation during the landing rollout upon retarding the engine power levers below flight idle, immediately return both power levers to flight idle. Maintain directional control of the aircraft. After returning the power levers to flight idle, select manual mode by select- ing Fuel Computer switch OFF, and verify illumination of the FUEL COMP OFF annunciator light. If the asymmetric thrust persists, of runway length is limited, shut down both engines by placing the condi- tion levers in EMER SHUT-OFF, or pressing the engine stop buttons, Maintain directional control of the aircraft. 4, In the event of uncommanded engine fuel flow in- crease or fluctuation during ground operation (taxi), immediately select manual mode by selecting Fuel Computer switch OFF, and verify illumination of the FUEL COMP OFF annunciator light. Secure the engine and determine the cause of the fuel flow increase prior to flight. 5. During maintenance following any of the events above, exercise caution during the subsequent engine start and opera- tion. The engine may accelerate to the overspeed governor setting if the fault persists. Be alert for uncommanded fuel flow increase during the start, and be prepared to shut down the engine by placing the con- dition levers in EMER SHUT-OFF. ‘The recommendations in this document are general in nature, and are in- tended only to supplement approved Pilot’s Operating Handbook procedures. In cases of conflicting requirements, the POH should be the controlling document. The discussion above should be reviewed and un- derstood by all maintenance and flight crew. -END-