AFTER DEPARTING RWY 15 AT BUR ARPT AND ESTABLISHING ON A 210 DEG HDG; THE RPTR EXPERIENCED SIGNIFICANT SURGING OF THE R ENG AND FUEL PRESSURE AND FLOW. THE RPTR DECIDED TO KEEP THE ACFT IN CLOSE TO THE ARPT. THE MECH THOUGHT THE HIGH OUTSIDE AIR TEMP ALONG WITH LOWER THAN NORMAL FUEL BOOST PUMP PRESSURE WHICH WAS ADJUSTED; WERE THE CAUSES OF THE PROB.

Narrative

AFTER DEPARTING RWY 15 AT BUR ARPT AND ESTABLISHING THE ACFT ON A 210 DEG HDG; WE BEGAN EXPERIENCING SURGING FROM THE R ENG. THE FUEL PRESSURE INST WAS INDICATING WIDE VARIATIONS IN FUEL FLOWS ON THE R ENG. IF WE CONTINUED ON THE 210 DEG HDG; IT WOULD HAVE TAKEN US FURTHER FROM THE ARPT AND IF THE ENG PROB WOULD HAVE WORSENED; JEOPARDIZED OUR SAFETY. WE DEVIATED FROM THE 210 DEG HDG TO STAY CLOSE TO THE ARPT. THIS WAS A HIGH STRESS SIT. THE MECH WHO CHKED THE ENG BELIEVES THAT THE 100+ TEMPS CAUSED THE SURGING; ALONG WITH A LOWER THAN NORMAL FUEL BOOST PUMP PRESSURE; WHICH HE HAS NOW ADJUSTED. THIS INCIDENT OCCURRED IN VFR CONDITIONS AND OUR ACTIONS JEOPARDIZED NO OTHER ACFT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED HE WAS FLYING A CESSNA 414. HE SAID AT 1300 FT HE STARTED GETTING THE SURGING SO STARTED AROUND ABOUT 500 FT ABOVE THE GND. WITH THE TURN TO THE N; HE KEPT THE ACFT NEAR THE RWY WHERE HE COULD LAND ON RWY 8 IF NECESSARY. BY MAKING SOME IN-COCKPIT ADJUSTMENTS HE WAS ABLE TO GET THE ENG TO RUN CORRECTLY. THE RPTR SAID HE WAS ON SOCAL APCH. WHEN SOCAL ASKED HIM HIS HDG HE HAD THE ENG RUNNING SMOOTHLY AND TURNED BACK TO THE 210 DEG HDG. THE RPTR CONTINUED ON HIS FLT TO GRAND JUNCTION WHERE REPAIRS WERE MADE FOR THE FLT TO EUROPE.