Narrative:

At approximately xa:30 in cruise at FL190 the no.2 right engine produced adverse yawing/thrust and showed the following indications: egt of approximately 200-400C above 610C degrees (cruise temperature)(max temperature for starting is 770C for 1 second); torque values ranging from 10-20%; fuel flow 100pph; the bypass fuel light was illuminated; and oil indications seemingly normal. I then decided gain control of the aircraft from [the] first officer (first officer) and disabled the autopilot. I determined that there was no or little thrust being produced by the number 2 engine and it had well exceeded its temperature limitations. So I had the first officer proceed with the engine failure in flight (pulling the number 2 engine stop and feather knob) ; engine securing; and operating engine considerations checklists. In between the previous checklists; I [notified ATC] and asked for vectors to the nearest airport suitable airport with center which I knew was ZZZ. ZZZ met and exceeded my 135 requirements for single engine landing and also has extensive equipment on call. After turning towards ZZZ we completed the single engine descent; and approach checklists. We received clearance for the visual/landing [from] tower and proceeded to land. After putting the gear selector in the down position I noticed the nose gear indicator light was not illuminated while the two main gear indications were green. I made the call early to go around as our altitude was 3;000 feet MSL and flaps were only set to 1/2 and airspeed was sufficient. After the single engine go around to sops; we completed with single engine go around checklist. I then asked for a box vector to diagnose the problem. I noted the bulb was burnt out on the nose indicator bulb with the press to test button on the landing gear indicator display. So I pulled the number 2 (failed engine) power lever aft to idle in order to activate the gear warning horn (sonalert). I then was cleared for another approach/landing. We then completed the single engine descent and approach checklists. I put the gear selector in the down position and heard the gear warning horn (sonalert) silence (go out) (this verified all three gear were down and locked per SA227 systems manual) and the two mains with green safe indications. I also asked tower to verify my nose was down. This double verified the nose gear was down and locked. We then completed the single engine before landing checklist. I landed runway and exited the runway at a very slow speed. I then shut down on taxiway F3 clear of runway as a precaution to triple verify the nose was down and locked for towing. I exited the runway and verified with [maintenance] that the over-centering brace for the nose gear was down and locked and suitable for towing. [Maintenance] verified this and allowed me to have [an FBO] tow the aircraft with my supervision. [FBO] then towed the aircraft to the ramp and no further incidents occurred during the flight sequence. No visible damage to any of the aircraft was present after landing except for hot brakes which was to be expected; I elected to not use reverse on landing (asymmetrical reverse thrust). Also [maintenance] asked me to turn the propeller on the number 2 engine by hand on the ground after it was parked to see if it was seized. It turned with some friction and there was a noticeable clanking or loose metal noise coming from inside the engine. My first officer performed admirably in the above events; his professional demeanor and knowledge of sops and systems were invaluable to me on the series of malfunctions and failures. [Relief aircraft] was dispatched and launched out to recover the freight. First officer and I completed the [flight] that night and next morning without incident. There was no accident or incident involved in the event according to FAA definitions.

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Original NASA ASRS Text

Title: SA227 Captain reported shutting down right engine in flight when he experienced high EGT indications.

Narrative: At approximately XA:30 in cruise at FL190 the No.2 right engine produced adverse yawing/thrust and showed the following indications: EGT of approximately 200-400C above 610C degrees (cruise temperature)(Max temperature for starting is 770C for 1 second); torque values ranging from 10-20%; fuel flow 100pph; the bypass fuel light was illuminated; and oil indications seemingly normal. I then decided gain control of the aircraft from [the] First Officer (FO) and disabled the autopilot. I determined that there was no or little thrust being produced by the Number 2 engine and it had well exceeded its temperature limitations. So I had the FO proceed with the Engine Failure in Flight (pulling the Number 2 Engine Stop and Feather Knob) ; Engine Securing; and Operating Engine Considerations checklists. In between the previous checklists; I [notified ATC] and asked for vectors to the nearest airport suitable airport with Center which I knew was ZZZ. ZZZ met and exceeded my 135 requirements for single engine landing and also has extensive equipment on call. After turning towards ZZZ we completed the Single Engine Descent; and Approach checklists. We received clearance for the visual/landing [from] tower and proceeded to land. After putting the gear selector in the down position I noticed the nose gear indicator light was NOT illuminated while the two main gear indications were green. I made the call early to go around as our altitude was 3;000 feet MSL and flaps were only set to 1/2 and airspeed was sufficient. After the single engine go around to SOPs; we completed with Single Engine Go Around checklist. I then asked for a box vector to diagnose the problem. I noted the bulb was burnt out on the nose indicator bulb with the press to test button on the landing gear indicator display. So I pulled the Number 2 (failed engine) power lever aft to idle in order to activate the gear warning horn (sonalert). I then was cleared for another approach/landing. We then completed the Single Engine Descent and Approach checklists. I put the gear selector in the down position and heard the gear warning horn (sonalert) silence (go out) (this verified all three gear were down and locked per SA227 Systems Manual) and the two mains with green safe indications. I also asked tower to verify my nose was down. This double verified the nose gear was down and locked. We then completed the Single Engine Before Landing checklist. I landed runway and exited the runway at a very slow speed. I then shut down on taxiway F3 clear of runway as a precaution to triple verify the nose was down and locked for towing. I exited the runway and verified with [maintenance] that the over-centering brace for the nose gear was down and locked and suitable for towing. [Maintenance] verified this and allowed me to have [an FBO] tow the aircraft with my supervision. [FBO] then towed the aircraft to the ramp and no further incidents occurred during the flight sequence. No visible damage to any of the aircraft was present after landing except for hot brakes which was to be expected; I elected to not use reverse on landing (asymmetrical reverse thrust). Also [Maintenance] asked me to turn the propeller on the Number 2 engine by hand on the ground after it was parked to see if it was seized. It turned with some friction and there was a noticeable clanking or loose metal noise coming from inside the engine. My First Officer performed admirably in the above events; his professional demeanor and knowledge of SOPs and systems were invaluable to me on the series of malfunctions and failures. [Relief Aircraft] was dispatched and launched out to recover the freight. FO and I completed the [flight] that night and next morning without incident. There was no accident or incident involved in the event according to FAA definitions.

Data retrieved from NASA's ASRS site 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.