Narrative:

We were assigned 6;000 ft and in cruise configuration enroute. While at 6;000 ft; we reduced our power settings to the holding configuration to maintain spacing with the passenger airplane which was ahead (about 5 miles) and above us (at 8;000 ft). As the passenger plane was cleared for the visual approach and below our altitude; I instructed the first officer to increase our power setting back to normal cruise. As the throttles were advanced; the right engine was unable to develop the appropriate power for the throttle setting. I took over the aircraft controls from the first officer and advance the mixtures; propellers; and throttles to their full forward position. The right manifold pressure (mp) only reached 25 inches at full throttle while all the other engine instruments for that engine were in the green but lower than before. I asked the first officer if he saw white smoke coming from the right engine which he responded that he did. I assumed that the right engine had blown the turbocharger. The right engine was running rough and we were still seeing the white smoke. I decided to shut down the right engine because I did not know how much oil was lost and I was concerned about a possible fire or having it seize up in flight. I executed the memory box items and gave the QRH to the first officer to read and double check. I advised ATC that we had shut the right engine down and had lost 200 ft. I climbed back to 6;000 ft. I elected to continue to our filed destination because it was about 15 NM away and had emergency services (this was the only airport in close proximity that I knew 100% that had them available on the field). ATC cleared us for the visual to runway 32 and we landed with out any difficulties on the remaining engine. Upon reflection; I lost the altitude when reached down to get the QRH. I should have engaged the autopilot after I had shut the right engine down to hold altitude and heading. This would have prevented the altitude loss and allowed me accomplish what I needed to.

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Original NASA ASRS Text

Title: A C402 right engine turbocharger failed in flight so the engine was shutdown; the checklist completed and the flight continued to its nearby destination but no emergency was declared.

Narrative: We were assigned 6;000 FT and in cruise configuration enroute. While at 6;000 FT; we reduced our power settings to the holding configuration to maintain spacing with the passenger airplane which was ahead (about 5 miles) and above us (at 8;000 FT). As the passenger plane was cleared for the visual approach and below our altitude; I instructed the First Officer to increase our power setting back to normal cruise. As the throttles were advanced; the right engine was unable to develop the appropriate power for the throttle setting. I took over the aircraft controls from the First Officer and advance the mixtures; propellers; and throttles to their full forward position. The right Manifold Pressure (MP) only reached 25 inches at full throttle while all the other engine instruments for that engine were in the green but lower than before. I asked the First Officer if he saw white smoke coming from the right engine which he responded that he did. I assumed that the right engine had blown the turbocharger. The right engine was running rough and we were still seeing the white smoke. I decided to shut down the right engine because I did not know how much oil was lost and I was concerned about a possible fire or having it seize up in flight. I executed the memory box items and gave the QRH to the First Officer to read and double check. I advised ATC that we had shut the right engine down and had lost 200 FT. I climbed back to 6;000 FT. I elected to continue to our filed destination because it was about 15 NM away and had emergency services (this was the only airport in close proximity that I knew 100% that had them available on the field). ATC cleared us for the visual to Runway 32 and we landed with out any difficulties on the remaining engine. Upon reflection; I lost the altitude when reached down to get the QRH. I should have engaged the autopilot after I had shut the right engine down to hold altitude and heading. This would have prevented the altitude loss and allowed me accomplish what I needed to.

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.