Narrative:

We departed abe XA00 en route to iad. I was the PF. During cruise flight on V143, east of hyper intersection, I noticed a torque difference. Moving the power lever to correct the torque difference resulted in large power lever split, approximately 3 inches. I brought this to first officer's attention and called for the QRH. We lost power on the right engine. This was confirmed by drop in torque indications, aircraft yaw, erratic egt indications, and loss of airspeed. Flight conditions at this time were VMC, between layers at 12000 ft. ATC was contacted, an emergency was declared and mdt was selected as the appropriate airport to divert to. The engine shutdown checklist was called for, as the right power lever was brought to flight idle, the right engine regained power. A decision to monitor the engine instruments and 'see what's happening' was made. The engine instruments were now indicating 'normal' operation. We elected to keep the right engine running, continue monitoring the engine instruments and land as soon as possible at mdt. We executed a stabilized approach and landing into mdt. Upon exiting the runway, the right engine was shut down and inspected by the emergency vehicles. We were advised that everything looked good and were cleared to taxi. We taxied to parking on the left engine and completed the after landing and shutdown checklists. I briefed the passenger and explained the circumstances for the diversion reassuring them that safety is our prime concern and apologized for any inconvenience we may have caused them. At this time 2 of the passenger advised us that during the start sequence at abe they noticed 'flames' coming out of the right engine and also smoke in the cabin. We had no idea that this had happened. The passenger were deplaned and air carrier personnel made the necessary accommodations for them. The aircraft was secured, the discrepancy was noted in the aircraft logbook, and air carrier maintenance control was called. Callback conversation with reporter revealed the following information: the reporter stated the aircraft was a BA32 jetstream. The WX around the east coast was with snow, sleet, freezing rain, 200-500 ft ceilings and 1-5 mi visibility. She said she thought the problem was a fuel control computer.

Related reports:

Google
 

Original NASA ASRS Text

Title: THE FLC EXPERIENCED A PWR LOSS IN THE R ENG, DECLARED AN EMER AND LANDED AT THE NEAREST SUITABLE ARPT.

Narrative: WE DEPARTED ABE XA00 ENRTE TO IAD. I WAS THE PF. DURING CRUISE FLT ON V143, E OF HYPER INTXN, I NOTICED A TORQUE DIFFERENCE. MOVING THE PWR LEVER TO CORRECT THE TORQUE DIFFERENCE RESULTED IN LARGE PWR LEVER SPLIT, APPROX 3 INCHES. I BROUGHT THIS TO FO'S ATTN AND CALLED FOR THE QRH. WE LOST PWR ON THE R ENG. THIS WAS CONFIRMED BY DROP IN TORQUE INDICATIONS, ACFT YAW, ERRATIC EGT INDICATIONS, AND LOSS OF AIRSPD. FLT CONDITIONS AT THIS TIME WERE VMC, BTWN LAYERS AT 12000 FT. ATC WAS CONTACTED, AN EMER WAS DECLARED AND MDT WAS SELECTED AS THE APPROPRIATE ARPT TO DIVERT TO. THE ENG SHUTDOWN CHKLIST WAS CALLED FOR, AS THE R PWR LEVER WAS BROUGHT TO FLT IDLE, THE R ENG REGAINED PWR. A DECISION TO MONITOR THE ENG INSTS AND 'SEE WHAT'S HAPPENING' WAS MADE. THE ENG INSTS WERE NOW INDICATING 'NORMAL' OP. WE ELECTED TO KEEP THE R ENG RUNNING, CONTINUE MONITORING THE ENG INSTS AND LAND ASAP AT MDT. WE EXECUTED A STABILIZED APCH AND LNDG INTO MDT. UPON EXITING THE RWY, THE R ENG WAS SHUT DOWN AND INSPECTED BY THE EMER VEHICLES. WE WERE ADVISED THAT EVERYTHING LOOKED GOOD AND WERE CLRED TO TAXI. WE TAXIED TO PARKING ON THE L ENG AND COMPLETED THE AFTER LNDG AND SHUTDOWN CHKLISTS. I BRIEFED THE PAX AND EXPLAINED THE CIRCUMSTANCES FOR THE DIVERSION REASSURING THEM THAT SAFETY IS OUR PRIME CONCERN AND APOLOGIZED FOR ANY INCONVENIENCE WE MAY HAVE CAUSED THEM. AT THIS TIME 2 OF THE PAX ADVISED US THAT DURING THE START SEQUENCE AT ABE THEY NOTICED 'FLAMES' COMING OUT OF THE R ENG AND ALSO SMOKE IN THE CABIN. WE HAD NO IDEA THAT THIS HAD HAPPENED. THE PAX WERE DEPLANED AND ACR PERSONNEL MADE THE NECESSARY ACCOMMODATIONS FOR THEM. THE ACFT WAS SECURED, THE DISCREPANCY WAS NOTED IN THE ACFT LOGBOOK, AND ACR MAINT CTL WAS CALLED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS A BA32 JETSTREAM. THE WX AROUND THE EAST COAST WAS WITH SNOW, SLEET, FREEZING RAIN, 200-500 FT CEILINGS AND 1-5 MI VISIBILITY. SHE SAID SHE THOUGHT THE PROB WAS A FUEL CTL COMPUTER.

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.