Narrative:

While flying at cruise we initially heard the engine lose power. We subsequently received an aural warning triple chime master warning. It was idented as propeller oil pressure. The emergency checklist was completed, however, we were not able to restore propeller control. We then proceeded with an engine shutdown but were unable to feather the propeller. We then attempted to manually feather the propeller but were also unsuccessful. At this point an emergency was declared and a lower altitude was requested and granted. We commenced a shallow 300 FPM descent at high power on good engine. We asked for the closest airport but found it unsuitable due to its short length, crash fire rescue equipment unavailable, wet runway, etc. I then proceeded to inform the passenger of the situation and requested the first officer to try dispatch (maintenance) to see how we might feather the propeller. Company operations in sgf had to relay message from dispatch that we had tried all available procedures, we were told there was nothing else we could do. Center informed us that sgf was the closest airport so we proceeded there. First officer and I discussed controlability problems with unfeathered propeller and decided on a hi speed 0 degree flap landing. We then informed the flight attendant to prepare for an emergency landing. We completed the descent checklist and single engine procedures. We executed a long descent on final from 25 mi out for the VOR approach to runway 20. Approximately 4 mi out with runway in sight I selected gear down and slowed to approximately 140 KTS. I remained on the VASI down to runway. Crash fire rescue equipment was already in place. The landing was uneventful. Callback conversation with reporter revealed the following information: reporter stated the aircraft was a saab 340A and the left engine was the failed engine. The reporter said that the left propeller would not feather in the normal mode and the backup alternate mode. The reporter stated that maintenance replaced the engine but no information was available from the engine gear box manufacturer on what failed internally.

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Original NASA ASRS Text

Title: A SAAB 340A IN CRUISE AT 16000 FT DECLARED AN EMER AND DIVERTED DUE TO #1 ENG LOSS OF PWR AND PROP CTL. CREW WAS UNABLE TO FEATHER THE #1 PROP WITH NORMAL OR ALTERNATE METHOD.

Narrative: WHILE FLYING AT CRUISE WE INITIALLY HEARD THE ENG LOSE PWR. WE SUBSEQUENTLY RECEIVED AN AURAL WARNING TRIPLE CHIME MASTER WARNING. IT WAS IDENTED AS PROP OIL PRESSURE. THE EMER CHKLIST WAS COMPLETED, HOWEVER, WE WERE NOT ABLE TO RESTORE PROP CTL. WE THEN PROCEEDED WITH AN ENG SHUTDOWN BUT WERE UNABLE TO FEATHER THE PROP. WE THEN ATTEMPTED TO MANUALLY FEATHER THE PROP BUT WERE ALSO UNSUCCESSFUL. AT THIS POINT AN EMER WAS DECLARED AND A LOWER ALT WAS REQUESTED AND GRANTED. WE COMMENCED A SHALLOW 300 FPM DSCNT AT HIGH PWR ON GOOD ENG. WE ASKED FOR THE CLOSEST ARPT BUT FOUND IT UNSUITABLE DUE TO ITS SHORT LENGTH, CFR UNAVAILABLE, WET RWY, ETC. I THEN PROCEEDED TO INFORM THE PAX OF THE SIT AND REQUESTED THE FO TO TRY DISPATCH (MAINT) TO SEE HOW WE MIGHT FEATHER THE PROP. COMPANY OPS IN SGF HAD TO RELAY MESSAGE FROM DISPATCH THAT WE HAD TRIED ALL AVAILABLE PROCS, WE WERE TOLD THERE WAS NOTHING ELSE WE COULD DO. CTR INFORMED US THAT SGF WAS THE CLOSEST ARPT SO WE PROCEEDED THERE. FO AND I DISCUSSED CONTROLABILITY PROBS WITH UNFEATHERED PROP AND DECIDED ON A HI SPD 0 DEG FLAP LNDG. WE THEN INFORMED THE FLT ATTENDANT TO PREPARE FOR AN EMER LNDG. WE COMPLETED THE DSCNT CHKLIST AND SINGLE ENG PROCS. WE EXECUTED A LONG DSCNT ON FINAL FROM 25 MI OUT FOR THE VOR APCH TO RWY 20. APPROX 4 MI OUT WITH RWY IN SIGHT I SELECTED GEAR DOWN AND SLOWED TO APPROX 140 KTS. I REMAINED ON THE VASI DOWN TO RWY. CFR WAS ALREADY IN PLACE. THE LNDG WAS UNEVENTFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THE ACFT WAS A SAAB 340A AND THE L ENG WAS THE FAILED ENG. THE RPTR SAID THAT THE L PROP WOULD NOT FEATHER IN THE NORMAL MODE AND THE BACKUP ALTERNATE MODE. THE RPTR STATED THAT MAINT REPLACED THE ENG BUT NO INFO WAS AVAILABLE FROM THE ENG GEAR BOX MANUFACTURER ON WHAT FAILED INTERNALLY.

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.