Narrative:

Climbing through 11000 ft MSL en route from ZZZ1 to ZZZ2 I noticed an oil leak on the right engine; I initially reduced power and monitored the engine while determining the best action. I requested 9000 ft then 7000 ft to help maintain a safe speed then determined I should shut down the engine. I notified center; and requested a diversion to ZZZ3. (The aircraft was flying with good control and a safe airspeed and ZZZ3 seemed to be the best place to be able to make repairs and get alternate transportation to ZZZ2.) I was cleared to 6000 ft and then switched to ZZZ3 approach. I informed them of the situation and told them it was not an emergency and the aircraft was flying ok; but slow due to the shutdown. I was switched to a discrete frequency and after discussion with the local approach supervisor we determined that the best course of action was to land on runway xxl so I could use the high speed taxiway exit to aid in exiting the runway and taxi. I requested that a tug stand by in case I could not taxi off the runway. I planned the approach to allow time to retrim the aircraft after power reduction to aid in directional control on final and taxi after landing. I made an uneventful landing and was able to taxi via the high speed taxiway to the ramp where I shut down the running engine and exited the aircraft. Mechanics inspected the aircraft and determined it was not repairable that night so we parked the aircraft for later repair.

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Original NASA ASRS Text

Title: A C421 PILOT SHUT AN ENG DOWN DUE TO AN OIL LEAK BUT DID NOT DECLARE AN EMER. THE ACFT DIVERTED TO A NEARBY ARPT.

Narrative: CLBING THROUGH 11000 FT MSL ENRTE FROM ZZZ1 TO ZZZ2 I NOTICED AN OIL LEAK ON THE R ENG; I INITIALLY REDUCED PWR AND MONITORED THE ENG WHILE DETERMINING THE BEST ACTION. I REQUESTED 9000 FT THEN 7000 FT TO HELP MAINTAIN A SAFE SPD THEN DETERMINED I SHOULD SHUT DOWN THE ENG. I NOTIFIED CTR; AND REQUESTED A DIVERSION TO ZZZ3. (THE ACFT WAS FLYING WITH GOOD CTL AND A SAFE AIRSPD AND ZZZ3 SEEMED TO BE THE BEST PLACE TO BE ABLE TO MAKE REPAIRS AND GET ALTERNATE TRANSPORTATION TO ZZZ2.) I WAS CLRED TO 6000 FT AND THEN SWITCHED TO ZZZ3 APCH. I INFORMED THEM OF THE SITUATION AND TOLD THEM IT WAS NOT AN EMER AND THE ACFT WAS FLYING OK; BUT SLOW DUE TO THE SHUTDOWN. I WAS SWITCHED TO A DISCRETE FREQ AND AFTER DISCUSSION WITH THE LCL APCH SUPVR WE DETERMINED THAT THE BEST COURSE OF ACTION WAS TO LAND ON RWY XXL SO I COULD USE THE HIGH SPD TXWY EXIT TO AID IN EXITING THE RWY AND TAXI. I REQUESTED THAT A TUG STAND BY IN CASE I COULD NOT TAXI OFF THE RWY. I PLANNED THE APCH TO ALLOW TIME TO RETRIM THE ACFT AFTER PWR REDUCTION TO AID IN DIRECTIONAL CTL ON FINAL AND TAXI AFTER LNDG. I MADE AN UNEVENTFUL LNDG AND WAS ABLE TO TAXI VIA THE HIGH SPD TXWY TO THE RAMP WHERE I SHUT DOWN THE RUNNING ENG AND EXITED THE ACFT. MECHS INSPECTED THE ACFT AND DETERMINED IT WAS NOT REPAIRABLE THAT NIGHT SO WE PARKED THE ACFT FOR LATER REPAIR.

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.