Narrative:

On the departure about 3;000 ft MSL we received a right bleed leak caution light along with the associated lights and chimes. My first officer was the pilot flying and I told him to continue to fly the aircraft and that I would deal with the bleed leak situation. After running the appropriate non-normal checklist; the light was still illuminated. My concern is that this light indicates a leak in the right bleed system somewhere in front of the flaps. The non-normal checklist then leads the pilot to shut down the engine. All engine parameters were normal and the cockpit temperature was normal as well. After conferring with maintenance control to make sure I was not missing something; I made the decision to shut down the right engine. Prior to actually doing this; I alerted my flight attendant and told her of the situation and asked her if she noticed any smell of heat or smoke and she said no. I told her that I was going to shut down the right engine and that this would be a precautionary (condition yellow) landing. I also told her that I would talk to our passenger over the PA. I told the passengers of our situation to let them know what I was about to do. Then we ran the engine shutdown checklist and shut down the right engine. We notified ATC and dispatch to our situation and declared an emergency. This was done to receive priority handling and to have the fire trucks standing by. By this time we were about 50 miles from ZZZ at 9;000 ft. The decision was made to go to ZZZ. My decision to do this was based on our time; distance and alt to ZZZ. Also the length of the runways; as well as the immediate availability of crash fire rescue equipment and knowing that we would not have to go around all played a part in my decision to continue on to ZZZ. Normal checklists were completed and we did an uneventful one engine inoperative landing in ZZZ followed by a taxi to the gate. After the passengers were deplaned the item was written up and maintenance met us at the aircraft. Maintenance initially thought that this was just an indication problem and not an actual bleed leak. My crew operated with the utmost professionalism and for that I am grateful and proud. This is the first time I have done a single engine landing for real and everyone involved did a superior job. The event occurred because of a right bleed leak light. Which by following the non-normal checklists instructs us to shut down the right engine.

Google
 

Original NASA ASRS Text

Title: At 3000 feet on departure; SF340 crew receives right bleed leak caution light. After attempts to remedy the situation are unsuccessful; and after discussions with Maintenance and the Cabin Attendant; the engine is shut down. Flight continues to destination airport.

Narrative: On the departure about 3;000 ft MSL we received a right bleed leak caution light along with the associated lights and chimes. My First Officer was the pilot flying and I told him to continue to fly the aircraft and that I would deal with the bleed leak situation. After running the appropriate non-normal checklist; the light was still illuminated. My concern is that this light indicates a leak in the right bleed system somewhere in front of the flaps. The non-normal checklist then leads the Pilot to shut down the engine. All engine parameters were normal and the cockpit temperature was normal as well. After conferring with Maintenance Control to make sure I was not missing something; I made the decision to shut down the right engine. Prior to actually doing this; I alerted my Flight Attendant and told her of the situation and asked her if she noticed any smell of heat or smoke and she said no. I told her that I was going to shut down the right engine and that this would be a precautionary (condition yellow) landing. I also told her that I would talk to our passenger over the PA. I told the passengers of our situation to let them know what I was about to do. Then we ran the engine shutdown checklist and shut down the right engine. We notified ATC and Dispatch to our situation and declared an emergency. This was done to receive priority handling and to have the fire trucks standing by. By this time we were about 50 miles from ZZZ at 9;000 ft. The decision was made to go to ZZZ. My decision to do this was based on our time; distance and alt to ZZZ. Also the length of the runways; as well as the immediate availability of CFR and knowing that we would not have to go around all played a part in my decision to continue on to ZZZ. Normal checklists were completed and we did an uneventful one engine inoperative landing in ZZZ followed by a taxi to the gate. After the passengers were deplaned the item was written up and Maintenance met us at the aircraft. Maintenance initially thought that this was just an indication problem and not an actual bleed leak. My crew operated with the utmost professionalism and for that I am grateful and proud. This is the first time I have done a single engine landing for real and everyone involved did a superior job. The event occurred because of a right bleed leak light. Which by following the non-normal checklists instructs us to shut down the right engine.

Data retrieved from NASA's ASRS site as of April 2012 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.