Narrative:

Aircraft had been down with a mechanical problem. The right engine would not start and maintenance had isolated the problem to the right idg. They disconnected the idg and deferred the right generator. The aircraft was prepared for a reposition flight. Takeoff and climbout was normal until we were about to level at 21;000 feet and observed the left engine oil temperature climb and turn red. The temperature went to as high as 190 C. I called for the QRH and first office ran the checklist. We could not get the temperature to decrease with flight idle per the QRH and followed the checklist to engine shutdown and single engine procedure. Notified ATC and dispatch of the shutdown and declaring an emergency. The QRH required landing at nearest suitable plus the fact that the only working generator was the APU we elected to divert to ZZZ which was approximately 50 miles away off the left wing. ATC and dispatch were notified of the plan to land at ZZZ with emergency equipment standing by as a precaution. The descent and landing were accomplished without further problems. The two mechanics traveling with us diagnosed the problem as a faulty oil temperature probe. A new probe was sent and installed. We departed without further problems. The biggest threat and possible source of error was completing all other required tasks in the short time from engine shutdown to landing not related to actually flying the aircraft. The best example is trying to notify dispatch by ACARS while trying to change navigation; get the ATIS; and the landing data. All of these tasks require the FMS keyboard so you have a built in bottle neck that causes frustration and confusion since most of our aircraft have only one FMS. This is mainly a report about what went right. The detail to training by the company paid off and other than having to slow early so all tasks could be completed around the FMS it was a non event.

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Original NASA ASRS Text

Title: CRJ-700 Captain reports being dispatched on a ferry flight with the right IGD deferred. At FL210 the left engine oil temperature is noted to be high and rising. When the oil temperature cannot be reduced the engine is shut down and the flight diverts to the nearest suitable airport. Maintenance determines that the high temperature was caused by a faulty probe.

Narrative: Aircraft had been down with a mechanical problem. The right engine would not start and Maintenance had isolated the problem to the right IDG. They disconnected the IDG and deferred the right generator. The aircraft was prepared for a reposition flight. Takeoff and climbout was normal until we were about to level at 21;000 feet and observed the left engine oil temperature climb and turn red. The temperature went to as high as 190 C. I called for the QRH and First Office ran the checklist. We could not get the temperature to decrease with flight idle per the QRH and followed the checklist to engine shutdown and single engine procedure. Notified ATC and Dispatch of the shutdown and declaring an emergency. The QRH required landing at nearest suitable plus the fact that the only working generator was the APU we elected to divert to ZZZ which was approximately 50 miles away off the left wing. ATC and Dispatch were notified of the plan to land at ZZZ with Emergency Equipment standing by as a precaution. The descent and landing were accomplished without further problems. The two mechanics traveling with us diagnosed the problem as a faulty oil temperature probe. A new probe was sent and installed. We departed without further problems. The biggest threat and possible source of error was completing all other required tasks in the short time from engine shutdown to landing not related to actually flying the aircraft. The best example is trying to notify Dispatch by ACARS while trying to change navigation; get the ATIS; and the landing data. All of these tasks require the FMS keyboard so you have a built in bottle neck that causes frustration and confusion since most of our aircraft have only one FMS. This is mainly a report about what went right. The detail to training by the company paid off and other than having to slow early so all tasks could be completed around the FMS it was a non event.

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.