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Engine stopped responding to pilot inputs. Pilot shutdown the engine and diverted to an enroute airport.
| Attributes | |
| ACN | 1329982 |
| Time | |
| Date | 201602 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Turbo Commander 840 (Jetprop) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Cruise |
| Route In Use | SID TEX4 |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Throttle/Power Lever |
| Person 1 | |
| Function | Captain Single Pilot |
| Qualification | Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 50 Flight Crew Total 2700 Flight Crew Type 500 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
Ii was operating under part 91 in support of the company. I had just leveled off at FL220. I retarded the thrust levers in order to set cruise power. As I retarded the right thrust lever; I noticed the horsepower would not decrease. In fact; the horsepower and exhaust gas temperatures increased. I quickly reduced thrust in an effort to stop the increase; unsuccessfully. Therefore; in order to prevent the engine from exceeding limitations; I elected to shut down the engine and moved the condition lever to the 'emergency stop' position; thus cutting fuel to the engine and feathering the propeller. I [notified] center and expressed my intention to continue to a divert airport. At that point; ATC cleared me direct to that airport. I was given a pilot's discretion descent to 10;000 and then to 6;000. I was handed off to approach and was given pilot's discretion to 4;000. About 15 NM from the airport. I advised I had the field in sight and was cleared for a visual approach to the airport. About 10 NM from the airport; I canceled IFR and was given a telephone number to contact approach to confirm we had landed safely.I entered the traffic pattern and flew left traffic to runway 17 right. I accomplished the single engine approach and landing checklist as I entered downwind. I landed on runway 17 uneventfully and taxied to our maintenance facility. At that point I phoned approach to advise that I landed safely. Approach did not advise me of any need to contact anyone else or complete any other paperwork.
Original NASA ASRS Text
Title: Engine stopped responding to pilot inputs. Pilot shutdown the engine and diverted to an enroute airport.
Narrative: II was operating under Part 91 in support of the company. I had just leveled off at FL220. I retarded the thrust levers in order to set cruise power. As I retarded the right thrust lever; I noticed the horsepower would not decrease. In fact; the horsepower and exhaust gas temperatures increased. I quickly reduced thrust in an effort to stop the increase; unsuccessfully. Therefore; in order to prevent the engine from exceeding limitations; I elected to shut down the engine and moved the condition lever to the 'Emergency Stop' position; thus cutting fuel to the engine and feathering the propeller. I [notified] Center and expressed my intention to continue to a divert Airport. At that point; ATC cleared me direct to that Airport. I was given a pilot's discretion descent to 10;000 and then to 6;000. I was handed off to approach and was given pilot's discretion to 4;000. About 15 NM from the airport. I advised I had the field in sight and was cleared for a visual approach to the airport. About 10 NM from the airport; I canceled IFR and was given a telephone number to contact Approach to confirm we had landed safely.I entered the traffic pattern and flew left traffic to runway 17 right. I accomplished the Single Engine Approach and Landing checklist as I entered downwind. I landed on Runway 17 uneventfully and taxied to our maintenance facility. At that point I phoned Approach to advise that I landed safely. Approach did not advise me of any need to contact anyone else or complete any other paperwork.
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.