Narrative:

After returning to ZZZ1 after our emergency in aircraft xxab; dispatch got us a new aircraft to continue. We reloaded the passenger and departed ZZZ1 without incident; happy that our previous emergency was behind us. However; all would not stay that way. We started our initial descent into ZZZ and leveled off at 3000 ft. Looking for the airport; we were in and out of a broken layer; and could not keep the airport in sight. This is when we got a red left engine oil pressure light illuminated on the cwp. The light was intermittent; coming on and going off several times. We looked at the engine oil and propeller oil pressures and noted that the left engine oil pressure was fluctuating between 30 and 50 psi. After monitoring all other engine instruments and parameters; only the engine oil pressure was abnormal. We were being vectored for the ILS into ZZZ and not knowing whether this was an actual problem or just a gauge issue; we consulted the QRH engines checklist. As we were running through the checklist; we decided that since the light was intermittent; we would just monitor the engine parameters and land. My thought process behind that decision was based on what we had just been through on the previous aircraft with the same passenger; and the fact that we were so close to the airport. Of course; the aircraft had other plans. As we were capturing the localizer/GS; the left engine oil pressure came on and stayed on. The engine oil pressure was not fluctuating anymore and was around 30 psi. The QRH; which was still open; directed us to another checklist which directed us to shut down the engine. At this point; we declared an emergency and broke off the approach. I told the flight attendant that we were going to shut the left engine down and that we were right over the airport and would be landing very soon. I then proceeded to inform the passenger of our bad luck and that we were expecting a normal landing and would be on the ground in a matter of mins. We proceeded with the engine shutdown; ran the appropriate checklists; and requested vectors back to the ILS. We landed without incident and taxied to the gate. Due to the short time-frame from when we first noticed the oil pressure fluctuations and when we landed (about 10 mins); and that we were at 3000 ft; I waited to contact dispatch and maintenance via telephone after landing. We had informed the station personnel of the situation and I do not know whether or not they contacted anyone in operations control. After shutting down the aircraft and looking at the left engine; there was an obvious leak. There was engine oil streaming down the sides of the nacelles; on the wings; under the wings; dripping from the engine and a puddle on the ground. Supplemental information from acn 745038: the left engine leaked oil all over the wing. Engine was shut down and emergency landing. After having an emergency landing on aircraft Y we were then switched to aircraft X. We boarded our passenger and left. Everything was going fine until about 20 mins prior to landing. The captain called back and said 'you are not going to believe this but we are going to have to shut down 1L engine. We have had an oil pressure drop in the engine and are going to have to shut it down. We expect to have a normal landing but I have declared an emergency landing; please prepare the cabin for landing.' she then came over the PA system and informed the passenger that again we were going to have to make an emergency landing because we were having to shut the left engine down. Once again I informed the passenger of the brace position and told them that I would let them know as to when to brace. We landed safely and deplaned the passenger. I called my manager and informed her that again we had an emergency landing and that I did not feel that I could do any more flts; that 2 emergency lndgs in 2 hours was too much. We contacted crew scheduling informing that after 2 emergency lndgs that we would like to have a hotel; that we did not feel we could do any more flts and we were told that we had to stay at the airport. I contacted my manager I told her that they would have to get someone to do my next turn. I was positive spaced on the flight back to ZZZ1 but did not get into ZZZ1 until XA00.

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Original NASA ASRS Text

Title: A SF340B CREW REPORTS AN OIL LEAK REQUIRING AN ENG SHUTDOWN DURING DESCENT FOR APCH. AN EMER WAS DECLARED.

Narrative: AFTER RETURNING TO ZZZ1 AFTER OUR EMER IN ACFT XXAB; DISPATCH GOT US A NEW ACFT TO CONTINUE. WE RELOADED THE PAX AND DEPARTED ZZZ1 WITHOUT INCIDENT; HAPPY THAT OUR PREVIOUS EMER WAS BEHIND US. HOWEVER; ALL WOULD NOT STAY THAT WAY. WE STARTED OUR INITIAL DSCNT INTO ZZZ AND LEVELED OFF AT 3000 FT. LOOKING FOR THE ARPT; WE WERE IN AND OUT OF A BROKEN LAYER; AND COULD NOT KEEP THE ARPT IN SIGHT. THIS IS WHEN WE GOT A RED L ENG OIL PRESSURE LIGHT ILLUMINATED ON THE CWP. THE LIGHT WAS INTERMITTENT; COMING ON AND GOING OFF SEVERAL TIMES. WE LOOKED AT THE ENG OIL AND PROP OIL PRESSURES AND NOTED THAT THE L ENG OIL PRESSURE WAS FLUCTUATING BTWN 30 AND 50 PSI. AFTER MONITORING ALL OTHER ENG INSTS AND PARAMETERS; ONLY THE ENG OIL PRESSURE WAS ABNORMAL. WE WERE BEING VECTORED FOR THE ILS INTO ZZZ AND NOT KNOWING WHETHER THIS WAS AN ACTUAL PROB OR JUST A GAUGE ISSUE; WE CONSULTED THE QRH ENGS CHKLIST. AS WE WERE RUNNING THROUGH THE CHKLIST; WE DECIDED THAT SINCE THE LIGHT WAS INTERMITTENT; WE WOULD JUST MONITOR THE ENG PARAMETERS AND LAND. MY THOUGHT PROCESS BEHIND THAT DECISION WAS BASED ON WHAT WE HAD JUST BEEN THROUGH ON THE PREVIOUS ACFT WITH THE SAME PAX; AND THE FACT THAT WE WERE SO CLOSE TO THE ARPT. OF COURSE; THE ACFT HAD OTHER PLANS. AS WE WERE CAPTURING THE LOC/GS; THE L ENG OIL PRESSURE CAME ON AND STAYED ON. THE ENG OIL PRESSURE WAS NOT FLUCTUATING ANYMORE AND WAS AROUND 30 PSI. THE QRH; WHICH WAS STILL OPEN; DIRECTED US TO ANOTHER CHKLIST WHICH DIRECTED US TO SHUT DOWN THE ENG. AT THIS POINT; WE DECLARED AN EMER AND BROKE OFF THE APCH. I TOLD THE FLT ATTENDANT THAT WE WERE GOING TO SHUT THE L ENG DOWN AND THAT WE WERE RIGHT OVER THE ARPT AND WOULD BE LNDG VERY SOON. I THEN PROCEEDED TO INFORM THE PAX OF OUR BAD LUCK AND THAT WE WERE EXPECTING A NORMAL LNDG AND WOULD BE ON THE GND IN A MATTER OF MINS. WE PROCEEDED WITH THE ENG SHUTDOWN; RAN THE APPROPRIATE CHKLISTS; AND REQUESTED VECTORS BACK TO THE ILS. WE LANDED WITHOUT INCIDENT AND TAXIED TO THE GATE. DUE TO THE SHORT TIME-FRAME FROM WHEN WE FIRST NOTICED THE OIL PRESSURE FLUCTUATIONS AND WHEN WE LANDED (ABOUT 10 MINS); AND THAT WE WERE AT 3000 FT; I WAITED TO CONTACT DISPATCH AND MAINT VIA TELEPHONE AFTER LNDG. WE HAD INFORMED THE STATION PERSONNEL OF THE SITUATION AND I DO NOT KNOW WHETHER OR NOT THEY CONTACTED ANYONE IN OPS CTL. AFTER SHUTTING DOWN THE ACFT AND LOOKING AT THE L ENG; THERE WAS AN OBVIOUS LEAK. THERE WAS ENG OIL STREAMING DOWN THE SIDES OF THE NACELLES; ON THE WINGS; UNDER THE WINGS; DRIPPING FROM THE ENG AND A PUDDLE ON THE GND. SUPPLEMENTAL INFO FROM ACN 745038: THE L ENG LEAKED OIL ALL OVER THE WING. ENG WAS SHUT DOWN AND EMER LNDG. AFTER HAVING AN EMER LNDG ON ACFT Y WE WERE THEN SWITCHED TO ACFT X. WE BOARDED OUR PAX AND LEFT. EVERYTHING WAS GOING FINE UNTIL ABOUT 20 MINS PRIOR TO LNDG. THE CAPT CALLED BACK AND SAID 'YOU ARE NOT GOING TO BELIEVE THIS BUT WE ARE GOING TO HAVE TO SHUT DOWN 1L ENG. WE HAVE HAD AN OIL PRESSURE DROP IN THE ENG AND ARE GOING TO HAVE TO SHUT IT DOWN. WE EXPECT TO HAVE A NORMAL LNDG BUT I HAVE DECLARED AN EMER LNDG; PLEASE PREPARE THE CABIN FOR LNDG.' SHE THEN CAME OVER THE PA SYS AND INFORMED THE PAX THAT AGAIN WE WERE GOING TO HAVE TO MAKE AN EMER LNDG BECAUSE WE WERE HAVING TO SHUT THE L ENG DOWN. ONCE AGAIN I INFORMED THE PAX OF THE BRACE POS AND TOLD THEM THAT I WOULD LET THEM KNOW AS TO WHEN TO BRACE. WE LANDED SAFELY AND DEPLANED THE PAX. I CALLED MY MGR AND INFORMED HER THAT AGAIN WE HAD AN EMER LNDG AND THAT I DID NOT FEEL THAT I COULD DO ANY MORE FLTS; THAT 2 EMER LNDGS IN 2 HRS WAS TOO MUCH. WE CONTACTED CREW SCHEDULING INFORMING THAT AFTER 2 EMER LNDGS THAT WE WOULD LIKE TO HAVE A HOTEL; THAT WE DID NOT FEEL WE COULD DO ANY MORE FLTS AND WE WERE TOLD THAT WE HAD TO STAY AT THE ARPT. I CONTACTED MY MGR I TOLD HER THAT THEY WOULD HAVE TO GET SOMEONE TO DO MY NEXT TURN. I WAS POSITIVE SPACED ON THE FLT BACK TO ZZZ1 BUT DID NOT GET INTO ZZZ1 UNTIL XA00.

Data retrieved from NASA's ASRS site as of January 2009 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.