Narrative:

I was giving initial operating experience to a pilot who was about to upgrade to captain in the SA227 metroliner. We had just finished dropping off our cargo and were enroute on our return leg. This leg I was having the trainee conduct the flight as a 'single pilot leg' while I monitored his progress.we soon leveled off at 10;000 MSL in VFR conditions when I felt the aircraft yaw to the right. I looked up at the annunciator panel and found the right 'oil pressure'; 'right generator'; and 'right srl' annunciators illuminated and the right engine's torque between 40-50% and dropping when it should have been closer to 60%. As I monitored the engine's declining torque I informed my trainee that we were now acting in a two crew [member] environment. I took an extra 30-40 seconds to try and unsuccessfully to diagnose the engine's loss of power. We then ran the 'engine failure in flight' checklist; thus securing and feathering the right engine. We then ran the 'failed engine clean-up' and 'operating engine considerations' checklists. We advised approach control that we were declaring an emergency that our right engine had failed; that we planned to continue to our destination and requested arff for our arrival. We had decided to continue to our destination because of the availability of longer runways and better arff support than at nearer airports. When all of this was done I assumed pilot flying duties and transferred pilot not flying duties to the less experienced trainee. It was hazy as the sun was starting to set on the horizon so instead of a visual approach we elected to do the ILS to runway 26L to get better established on the final approach. We had approximately ten miles visibility with winds 220 degrees at approximately 15-20 KTS on landing. We landed without incident and taxied the aircraft; under its own power; off the runway and taxi way and into the FBO parking where we were met by arff. Exiting the aircraft I found that the right engine contained all its oil and hydraulic fluid and there was no visible external damage.

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Original NASA ASRS Text

Title: When their right engine lost power and illuminated multiple system anomaly annunciations the flight crew of an SA227 shut the engine down per checklists; declared and emergency and proceded to their destination due to superior runways and CFR facilities.

Narrative: I was giving Initial Operating Experience to a pilot who was about to upgrade to Captain in the SA227 Metroliner. We had just finished dropping off our cargo and were enroute on our return leg. This leg I was having the trainee conduct the flight as a 'single pilot leg' while I monitored his progress.We soon leveled off at 10;000 MSL in VFR conditions when I felt the aircraft yaw to the right. I looked up at the annunciator panel and found the right 'Oil Pressure'; 'Right Generator'; and 'R SRL' annunciators illuminated and the right engine's torque between 40-50% and dropping when it should have been closer to 60%. As I monitored the engine's declining torque I informed my trainee that we were now acting in a two crew [member] environment. I took an extra 30-40 seconds to try and unsuccessfully to diagnose the engine's loss of power. We then ran the 'Engine Failure in Flight' Checklist; thus securing and feathering the right engine. We then ran the 'Failed Engine Clean-Up' and 'Operating Engine Considerations' checklists. We advised Approach Control that we were declaring an emergency that our right engine had failed; that we planned to continue to our destination and requested ARFF for our arrival. We had decided to continue to our destination because of the availability of longer runways and better ARFF support than at nearer airports. When all of this was done I assumed pilot flying duties and transferred pilot not flying duties to the less experienced trainee. It was hazy as the sun was starting to set on the horizon so instead of a visual approach we elected to do the ILS to Runway 26L to get better established on the final approach. We had approximately ten miles visibility with winds 220 degrees at approximately 15-20 KTS on landing. We landed without incident and taxied the aircraft; under its own power; off the runway and taxi way and into the FBO parking where we were met by ARFF. Exiting the aircraft I found that the right engine contained all its oil and hydraulic fluid and there was no visible external damage.

Data retrieved from NASA's ASRS site as of July 2013 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.