Narrative:

Flight ZZZ to ZZZ1 on 3/wed/2002 received a master warning while climbing through FL220 to our cruise altitude of FL310. The master warning was 'left 14TH duct' message. As trained by company procedures we proceeded to the checklist and nothing was on the checklist that pertained to this message. I then proceeded to the emergency checklist and completed the QRH as follows: 1) reduced thrust lever to idle until message goes out. The message went out and we called dispatch to confer with them on the next step of the QRH which was to land at the nearest suitable airport. Dispatch patched me through to maintenance. At the direction of maintenance control they instructed me to advance the thrust lever forward to see if the message would come back. As the pilot in command of the aircraft I questioned maintenance and asked to confirm that they wanted me to push the thrust lever forward and they replied 'yes'. After approximately three mins the message was still out and maintenance advised us to continue on to ZZZ1. We asked maintenance to transfer us back to dispatch to discuss the QRH to land at the nearest suitable airport. While conferring with dispatch the 'left 14TH duct' message came back on. I told dispatch to standby the message was back. We referred to the QRH once again, however, the message did not go out this time. I advised dispatch that the message was not out and we were driving to ZZZ2. After proceeding to ZZZ2 the QRH led us to abnormal single engine procedures and the subsequent shutdown of left engine. We declared the emergency with ZZZ3 center and proceeded to comply with the QRH in securing the left engine. We notified dispatch that we had declared the emergency and began securing the left engine. We continued to ZZZ2 following all standard operating procedures and landed in ZZZ2 uneventful. Callback conversation with reporter revealed the following information: the reporter stated when the master warning came on the procedure was followed and thrust was reduced and dispatch was advised about the problem and the directive to land at a suitable airport. The reporter said dispatch patched in maintenance and was advised by maintenance to push the thrust lever forward. The reporter stated maintenance was questioned about advancing the thrust lever. The reporter said this advice was not common sense as we were faced with two options that the warning was an actual leak or a false warning in either case the engine required shutting down. The reporter stated the engine was shutdown and a diversion accomplished uneventfully. The reporter said a 14TH stage duct on the left engine was found leaking.

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Original NASA ASRS Text

Title: A CANADAIR CL-65 AT FL220 DECLARED AN EMER AND DIVERTED DUE TO L ENG MASTER WARNING 'LEFT 14TH DUCT' INDICATING AN ENG BLEED AIR LEAK.

Narrative: FLT ZZZ TO ZZZ1 ON 3/WED/2002 RECEIVED A MASTER WARNING WHILE CLBING THROUGH FL220 TO OUR CRUISE ALTITUDE OF FL310. THE MASTER WARNING WAS 'L 14TH DUCT' MSG. AS TRAINED BY COMPANY PROCS WE PROCEEDED TO THE CHKLIST AND NOTHING WAS ON THE CHKLIST THAT PERTAINED TO THIS MSG. I THEN PROCEEDED TO THE EMER CHKLIST AND COMPLETED THE QRH AS FOLLOWS: 1) REDUCED THRUST LEVER TO IDLE UNTIL MSG GOES OUT. THE MSG WENT OUT AND WE CALLED DISPATCH TO CONFER WITH THEM ON THE NEXT STEP OF THE QRH WHICH WAS TO LAND AT THE NEAREST SUITABLE ARPT. DISPATCH PATCHED ME THROUGH TO MAINT. AT THE DIRECTION OF MAINT CTL THEY INSTRUCTED ME TO ADVANCE THE THRUST LEVER FORWARD TO SEE IF THE MSG WOULD COME BACK. AS THE PLT IN COMMAND OF THE ACFT I QUESTIONED MAINT AND ASKED TO CONFIRM THAT THEY WANTED ME TO PUSH THE THRUST LEVER FORWARD AND THEY REPLIED 'YES'. AFTER APPROX THREE MINS THE MSG WAS STILL OUT AND MAINT ADVISED US TO CONTINUE ON TO ZZZ1. WE ASKED MAINT TO TRANSFER US BACK TO DISPATCH TO DISCUSS THE QRH TO LAND AT THE NEAREST SUITABLE ARPT. WHILE CONFERRING WITH DISPATCH THE 'L 14TH DUCT' MSG CAME BACK ON. I TOLD DISPATCH TO STANDBY THE MSG WAS BACK. WE REFERRED TO THE QRH ONCE AGAIN, HOWEVER, THE MSG DID NOT GO OUT THIS TIME. I ADVISED DISPATCH THAT THE MSG WAS NOT OUT AND WE WERE DRIVING TO ZZZ2. AFTER PROCEEDING TO ZZZ2 THE QRH LED US TO ABNORMAL SINGLE ENG PROCS AND THE SUBSEQUENT SHUTDOWN OF L ENG. WE DECLARED THE EMER WITH ZZZ3 CENTER AND PROCEEDED TO COMPLY WITH THE QRH IN SECURING THE L ENG. WE NOTIFIED DISPATCH THAT WE HAD DECLARED THE EMER AND BEGAN SECURING THE L ENG. WE CONTINUED TO ZZZ2 FOLLOWING ALL STANDARD OPERATING PROCEDURES AND LANDED IN ZZZ2 UNEVENTFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED WHEN THE MASTER WARNING CAME ON THE PROCEDURE WAS FOLLOWED AND THRUST WAS REDUCED AND DISPATCH WAS ADVISED ABOUT THE PROB AND THE DIRECTIVE TO LAND AT A SUITABLE ARPT. THE RPTR SAID DISPATCH PATCHED IN MAINT AND WAS ADVISED BY MAINT TO PUSH THE THRUST LEVER FORWARD. THE RPTR STATED MAINT WAS QUESTIONED ABOUT ADVANCING THE THRUST LEVER. THE RPTR SAID THIS ADVICE WAS NOT COMMON SENSE AS WE WERE FACED WITH TWO OPTIONS THAT THE WARNING WAS AN ACTUAL LEAK OR A FALSE WARNING IN EITHER CASE THE ENG REQUIRED SHUTTING DOWN. THE RPTR STATED THE ENG WAS SHUTDOWN AND A DIVERSION ACCOMPLISHED UNEVENTFULLY. THE RPTR SAID A 14TH STAGE DUCT ON THE L ENG WAS FOUND LEAKING.

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.