Narrative:

Just after establishing cruise flight sebound from bos, on V141, the right 'tail pipe hot' warning tripped. Procedure calls for power on affected side to be reduced to 10-20% torque, then note response. In our case, the light went out for a moment, then retriggered. I then called for a manual shutdown of the right engine, emergency declaration to ATC, and return to bos. After right engine shutdown, the PNF was busy executing the checklist, responding to the flight attendant, and responding to ATC's queries (fuel, souls, etc). I took some of the pressure off the PNF by doing radio work and talking to flight attendants, telling one to standby while I briefed the other. Response by everyone involved went well due to advanced preparation before flight (briefing of exit-row passenger and crew emergency response standardization) and being lucky enough to have just a couple of spare mins prior to landing to tell ATC the plan. We were vectored for the ILS 27, and hoped to roll clear via taxiway east after touchdown. However, the tail pipe hot light intermittently triggered during final approach. Bogus warning or red heat/fire in the wing/exhaust area? We decided to evacuate/evacuation via the l-hand exits after touchdown, without losing time exiting runway 27. Evacuate/evacuation was done in bex sf-340 textbook fashion. 1 passenger advised flight attendant of a sore wrist suffered during evacuate/evacuation. Crash fire rescue equipment personnel checked engine via infrared and found no evidence of fire. Accelerated response/CRM helped us work well during the emergency, but I would have preferred to not have passenger jumping onto concrete without the protection of slides. The right engine was shut down and still warnings tripped for a hot pipe. There indeed was enough of a threat to do an evacuate/evacuation.

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Original NASA ASRS Text

Title: A SAAB 340 IN CRUISE SHUT DOWN THE R ENG AND DIVERTED DUE TO #2 ENG TAIL PIPE HOT WARNING LIGHT ILLUMINATED.

Narrative: JUST AFTER ESTABLISHING CRUISE FLT SEBOUND FROM BOS, ON V141, THE R 'TAIL PIPE HOT' WARNING TRIPPED. PROC CALLS FOR PWR ON AFFECTED SIDE TO BE REDUCED TO 10-20% TORQUE, THEN NOTE RESPONSE. IN OUR CASE, THE LIGHT WENT OUT FOR A MOMENT, THEN RETRIGGERED. I THEN CALLED FOR A MANUAL SHUTDOWN OF THE R ENG, EMER DECLARATION TO ATC, AND RETURN TO BOS. AFTER R ENG SHUTDOWN, THE PNF WAS BUSY EXECUTING THE CHKLIST, RESPONDING TO THE FLT ATTENDANT, AND RESPONDING TO ATC'S QUERIES (FUEL, SOULS, ETC). I TOOK SOME OF THE PRESSURE OFF THE PNF BY DOING RADIO WORK AND TALKING TO FLT ATTENDANTS, TELLING ONE TO STANDBY WHILE I BRIEFED THE OTHER. RESPONSE BY EVERYONE INVOLVED WENT WELL DUE TO ADVANCED PREPARATION BEFORE FLT (BRIEFING OF EXIT-ROW PAX AND CREW EMER RESPONSE STANDARDIZATION) AND BEING LUCKY ENOUGH TO HAVE JUST A COUPLE OF SPARE MINS PRIOR TO LNDG TO TELL ATC THE PLAN. WE WERE VECTORED FOR THE ILS 27, AND HOPED TO ROLL CLR VIA TXWY E AFTER TOUCHDOWN. HOWEVER, THE TAIL PIPE HOT LIGHT INTERMITTENTLY TRIGGERED DURING FINAL APCH. BOGUS WARNING OR RED HEAT/FIRE IN THE WING/EXHAUST AREA? WE DECIDED TO EVAC VIA THE L-HAND EXITS AFTER TOUCHDOWN, WITHOUT LOSING TIME EXITING RWY 27. EVAC WAS DONE IN BEX SF-340 TEXTBOOK FASHION. 1 PAX ADVISED FLT ATTENDANT OF A SORE WRIST SUFFERED DURING EVAC. CFR PERSONNEL CHKED ENG VIA INFRARED AND FOUND NO EVIDENCE OF FIRE. ACCELERATED RESPONSE/CRM HELPED US WORK WELL DURING THE EMER, BUT I WOULD HAVE PREFERRED TO NOT HAVE PAX JUMPING ONTO CONCRETE WITHOUT THE PROTECTION OF SLIDES. THE R ENG WAS SHUT DOWN AND STILL WARNINGS TRIPPED FOR A HOT PIPE. THERE INDEED WAS ENOUGH OF A THREAT TO DO AN EVAC.

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.