Narrative:

After a normal pushback; we completed the pushback check below the line and the left engine started normally. All of the engine instruments were checked in the after start flow and found to be normal. In the after start check when the checklist asks for condition 'levers-maximum' I brought the right condition lever up first and observed bottom governing engage and all instruments reflecting normal right engine operating. When I brought the left condition lever out of start and into the minimum/maximum range; the 'left engine oil pressure' annunciator flashed and the triple chime sounded. At this time; the np was noticed to be dropping as well as the ng. Looking out the left window I noticed the propeller slowing down as if the engine had flamed out. The engine indications confirmed that. I completed the memory items and following the enn checklist I was only led to 'make a maintenance manual entry' since the aircraft was still on the ground. I called dispatch and informed of the situation and maintenance thereafter with the write-up and jcn of the discrepancy noted. After conferring with both; I notified operations that we would be returning to the gate and would need to be pulled in by a tug as we were single engine and the ramp was contaminated. I then notified the passengers and flight attendant that we would be returning to the gate. At this point I had the first officer complete the after landing checklist. The ramp agent then captured us and pulled us in to the gate. From this point; we completed all flows and checklists as normal through the termination check. The only explanation I can think of as to the cause would be a mechanical problem. After talking to maintenance control later in the day; I was told that they weren't able to reproduce the problem but had changed out the fuel controller as a precaution. The fuel controller is beyond my system knowledge of the saab and as far as I can remember was not covered in depth in the systems portion of ground school. It could be that they meant the hmu; but I didn't get any more detailed information.

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Original NASA ASRS Text

Title: After start a SF340's engine flamed out as an engine condition lever was moved from the START position into the MIN-MAX range. The engine failure checklist was completed and the aircraft returned to the gate.

Narrative: After a normal pushback; we completed the Pushback Check below the line and the left engine started normally. All of the engine instruments were checked in the after start flow and found to be normal. In the After Start check when the checklist asks for condition 'Levers-Maximum' I brought the right condition lever up first and observed bottom governing engage and all instruments reflecting normal right engine operating. When I brought the left condition lever out of start and into the minimum/maximum range; the 'Left Engine Oil Pressure' annunciator flashed and the triple chime sounded. At this time; the NP was noticed to be dropping as well as the NG. Looking out the left window I noticed the PROP slowing down as if the engine had flamed out. The engine indications confirmed that. I completed the memory items and following the ENN checklist I was only led to 'make a Maintenance Manual Entry' since the aircraft was still on the ground. I called Dispatch and informed of the situation and Maintenance thereafter with the write-up and JCN of the discrepancy noted. After conferring with both; I notified operations that we would be returning to the gate and would need to be pulled in by a tug as we were single engine and the ramp was contaminated. I then notified the passengers and Flight Attendant that we would be returning to the gate. At this point I had the First Officer complete the After Landing checklist. The Ramp Agent then captured us and pulled us in to the gate. From this point; we completed all flows and checklists as normal through the termination check. The only explanation I can think of as to the cause would be a mechanical problem. After talking to Maintenance Control later in the day; I was told that they weren't able to reproduce the problem but had changed out the fuel controller as a precaution. The fuel controller is beyond my system knowledge of the Saab and as far as I can remember was not covered in depth in the systems portion of Ground School. It could be that they meant the HMU; but I didn't get any more detailed information.

Data retrieved from NASA's ASRS site as of May 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.