Narrative:

While cruising at FL180 aircraft yawed several times with what sounded like an engine surge. Immediately, the captain assumed control of the aircraft. We then noticed #1 engine oil pressure warning light was on, and then noticed the engine torque was at 0. At this point, we followed the QRH checklist and completed the items on the checklist. While performing checklist items, the captain declared an emergency and requested the emergency equipment to be present for landing as a safety measure. We then landed safely at rdu. According to maintenance, the cause of engine failure was due to a broken incline shaft inside engine going to the starter-generator. Supplemental information from acn 250383: there was no checklist for an engine failure en route. So, we used the one for an engine failure after V1. During training, we only use this checklist for an engine failure on takeoff. It calls for maximum power, which is done by just pushing up the power levers. En route, the propeller levers are back, and our training conditions us not to touch the propeller levers. We pushed the good power lever forward without moving the propeller lever forward causing an over-torquing condition on the good engine. Also, the checklist says flap v-ref 25. This led to confusion. Does this mean v-ref for 25 degrees of flaps, or do you add 25 KTS to v-ref? Also, the aircraft had the right engine main generator deferred. This called for the APU to be on at all times and its generator on line, but, if you are above 16000 ft, you have to have the packs supplied only by the APU bleed air. I forgot abut this limitation and the MEL does not even mention it. It is a limitation that a person uses or remembers very often. The left pack was also deferred because of a torn pack, but the pilot I received the aircraft from, said that the mechanics said we could use the pack anyway. Since it was about 100 degrees that day, I used it, but I do not believe these 2 items had anything to do with the engine failure.

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Original NASA ASRS Text

Title: FLC OF AN LTT ACR ACFT DECLARED AN EMER AND LANDED AFTER 1 ENG WAS SHUT DOWN DUE TO COMPLETE PWR LOSS.

Narrative: WHILE CRUISING AT FL180 ACFT YAWED SEVERAL TIMES WITH WHAT SOUNDED LIKE AN ENG SURGE. IMMEDIATELY, THE CAPT ASSUMED CTL OF THE ACFT. WE THEN NOTICED #1 ENG OIL PRESSURE WARNING LIGHT WAS ON, AND THEN NOTICED THE ENG TORQUE WAS AT 0. AT THIS POINT, WE FOLLOWED THE QRH CHKLIST AND COMPLETED THE ITEMS ON THE CHKLIST. WHILE PERFORMING CHKLIST ITEMS, THE CAPT DECLARED AN EMER AND REQUESTED THE EMER EQUIP TO BE PRESENT FOR LNDG AS A SAFETY MEASURE. WE THEN LANDED SAFELY AT RDU. ACCORDING TO MAINT, THE CAUSE OF ENG FAILURE WAS DUE TO A BROKEN INCLINE SHAFT INSIDE ENG GOING TO THE STARTER-GENERATOR. SUPPLEMENTAL INFO FROM ACN 250383: THERE WAS NO CHKLIST FOR AN ENG FAILURE ENRTE. SO, WE USED THE ONE FOR AN ENG FAILURE AFTER V1. DURING TRAINING, WE ONLY USE THIS CHKLIST FOR AN ENG FAILURE ON TKOF. IT CALLS FOR MAX PWR, WHICH IS DONE BY JUST PUSHING UP THE PWR LEVERS. ENRTE, THE PROP LEVERS ARE BACK, AND OUR TRAINING CONDITIONS US NOT TO TOUCH THE PROP LEVERS. WE PUSHED THE GOOD PWR LEVER FORWARD WITHOUT MOVING THE PROP LEVER FORWARD CAUSING AN OVER-TORQUING CONDITION ON THE GOOD ENG. ALSO, THE CHKLIST SAYS FLAP V-REF 25. THIS LED TO CONFUSION. DOES THIS MEAN V-REF FOR 25 DEGS OF FLAPS, OR DO YOU ADD 25 KTS TO V-REF? ALSO, THE ACFT HAD THE R ENG MAIN GENERATOR DEFERRED. THIS CALLED FOR THE APU TO BE ON AT ALL TIMES AND ITS GENERATOR ON LINE, BUT, IF YOU ARE ABOVE 16000 FT, YOU HAVE TO HAVE THE PACKS SUPPLIED ONLY BY THE APU BLEED AIR. I FORGOT ABUT THIS LIMITATION AND THE MEL DOES NOT EVEN MENTION IT. IT IS A LIMITATION THAT A PERSON USES OR REMEMBERS VERY OFTEN. THE L PACK WAS ALSO DEFERRED BECAUSE OF A TORN PACK, BUT THE PLT I RECEIVED THE ACFT FROM, SAID THAT THE MECHS SAID WE COULD USE THE PACK ANYWAY. SINCE IT WAS ABOUT 100 DEGS THAT DAY, I USED IT, BUT I DO NOT BELIEVE THESE 2 ITEMS HAD ANYTHING TO DO WITH THE ENG FAILURE.

Data retrieved from NASA's ASRS site as of July 2007 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.