Narrative:

The engine shutdown occurred on flight abc from mem to fyv at approximately XX30. After leveling off at 6000 ft MSL we got a right tailpipe hot master warning. We idented the problem and then proceeded to run the emergency checklist. The checklist led us to shut down the engine. At that point we ran the engine shutdown abnormal checklist. Once the engine was secured we went on to declare an emergency and proceed back to memphis. As we proceeded back we notified the flight attendant, dispatch, maintenance control, and operations. Operations then proceeded to call out the crash fire rescue equipment crew to runway 18R in memphis. We received a vector and descent down to 3000 ft MSL to intercept the runway 18R localizer for the runway 18R ILS. The WX conditions in memphis were 3600 ft broken and 7 mi visibility and light rain, winds out of 140 degrees at 15 KTS gusting to 20 KTS. We continued to run the descent checklist and xfeed fuel from the right fuel tank to the left engine. We maintained altitudes and headings assigned to us at all times during the emergency. We were then cleared for the approach and ran the before landing checklist and shot the approach at our reference speed plus 10 KTS as suggested by the abnormal checklist. The approach was visual with the ILS as backup. Once we landed we cleared the runway and had the fire trucks visually check the right engine for fire or smoke. The engine was free of fire and smoke. We then continued to taxi to the gate and deplane. On the postflt we did not notice any abnormalities to the engine. The last procedure we did was to be debriefed, via the phone, by the chief pilot.

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Original NASA ASRS Text

Title: AN LTT CRUISING AT 6000 FT IN ZME AIRSPACE HAS AN ENG OVERTEMP AND SHUTS DOWN THE ENG. ACFT RETURNS TO MEM FOR LNDG.

Narrative: THE ENG SHUTDOWN OCCURRED ON FLT ABC FROM MEM TO FYV AT APPROX XX30. AFTER LEVELING OFF AT 6000 FT MSL WE GOT A R TAILPIPE HOT MASTER WARNING. WE IDENTED THE PROB AND THEN PROCEEDED TO RUN THE EMER CHKLIST. THE CHKLIST LED US TO SHUT DOWN THE ENG. AT THAT POINT WE RAN THE ENG SHUTDOWN ABNORMAL CHKLIST. ONCE THE ENG WAS SECURED WE WENT ON TO DECLARE AN EMER AND PROCEED BACK TO MEMPHIS. AS WE PROCEEDED BACK WE NOTIFIED THE FLT ATTENDANT, DISPATCH, MAINT CTL, AND OPS. OPS THEN PROCEEDED TO CALL OUT THE CFR CREW TO RWY 18R IN MEMPHIS. WE RECEIVED A VECTOR AND DSCNT DOWN TO 3000 FT MSL TO INTERCEPT THE RWY 18R LOC FOR THE RWY 18R ILS. THE WX CONDITIONS IN MEMPHIS WERE 3600 FT BROKEN AND 7 MI VISIBILITY AND LIGHT RAIN, WINDS OUT OF 140 DEGS AT 15 KTS GUSTING TO 20 KTS. WE CONTINUED TO RUN THE DSCNT CHKLIST AND XFEED FUEL FROM THE R FUEL TANK TO THE L ENG. WE MAINTAINED ALTS AND HDGS ASSIGNED TO US AT ALL TIMES DURING THE EMER. WE WERE THEN CLRED FOR THE APCH AND RAN THE BEFORE LNDG CHKLIST AND SHOT THE APCH AT OUR REF SPD PLUS 10 KTS AS SUGGESTED BY THE ABNORMAL CHKLIST. THE APCH WAS VISUAL WITH THE ILS AS BACKUP. ONCE WE LANDED WE CLRED THE RWY AND HAD THE FIRE TRUCKS VISUALLY CHK THE R ENG FOR FIRE OR SMOKE. THE ENG WAS FREE OF FIRE AND SMOKE. WE THEN CONTINUED TO TAXI TO THE GATE AND DEPLANE. ON THE POSTFLT WE DID NOT NOTICE ANY ABNORMALITIES TO THE ENG. THE LAST PROC WE DID WAS TO BE DEBRIEFED, VIA THE PHONE, BY THE CHIEF PLT.

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.