An SF340 flight crew suffered an engine failure and continued to their destination as the most suita...

Narrative:

Upon reaching 11;000 feet while climbing at 200 KTS at 1000 ft per minute we had a master caution light illuminate and the right oil pressure light came on. Before we could identify and cancel there was a yaw to the right and a reduction in noise in the flight deck. I then called for 'identify and cancel' and the captain identified the problem as a right oil pressure light. The captain then checked the gauges on the right engine and saw that we had no torque and the ng gauge was at about 20 percent and decreasing. We identified it as a right engine failure. At the same time the aircraft was not able to continue its climb or hold speed so I disengaged the autopilot and began to level off and called for the emergency and non-normal checklist. The captain finished the checklist and when he moved the condition lever to fuel off it seemed to place the prop into a full feather condition and our aircraft performance increased. The captain was then told by the non-normal checklist to continue to the pom. The captain finished the checklist within the pom. And then the captain delegated the duty of pilot flying to me and he would handle the radios and the announcements. The captain advised ATC of our emergency and requested 10;000 feet for our altitude. It was granted by ATC. And a heading of 040 was assigned to continue direct to our destination at that time. I began a slow descent of 250 feet per minute to 10;000 ft and a heading of 040. The captain then gave me the responsibility of comm #1 and he was going to use comm #2 to communicate with dispatch. Dispatch was informed of the situation. We all decided it would be best to continue on to our destination. When that decision was made we informed dispatch and ATC. The captain then advised our flight attendants and the passengers of our situation. The remainder of the flight was uneventful. After landing; we believed the taxiways were clear and dry so we decided to taxi the aircraft to the gate after landing. We stopped short of the gate and then asked to be towed in because of the conditions in the gate area were icy and snow covered.

Original NASA ASRS Text

Title: An SF340 flight crew suffered an engine failure and continued to their destination as the most suitable airport. The Flight Attendant performed most of the passenger advisories while the flight crew was engaged in resolving the engine failure.

Narrative: Upon reaching 11;000 feet while climbing at 200 KTS at 1000 FT per minute we had a master caution light illuminate and the right oil pressure light came on. Before we could identify and cancel there was a yaw to the right and a reduction in noise in the flight deck. I then called for 'identify and cancel' and the Captain identified the problem as a right oil pressure light. The Captain then checked the gauges on the right engine and saw that we had no torque and the Ng gauge was at about 20 percent and decreasing. We identified it as a right engine failure. At the same time the aircraft was not able to continue its climb or hold speed so I disengaged the autopilot and began to level off and called for the emergency and non-normal checklist. The Captain finished the checklist and when he moved the condition lever to fuel off it seemed to place the prop into a full feather condition and our aircraft performance increased. The Captain was then told by the non-normal checklist to continue to the POM. The Captain finished the checklist within the POM. and then the Captain delegated the duty of pilot flying to me and he would handle the radios and the announcements. The Captain advised ATC of our emergency and requested 10;000 feet for our altitude. It was granted by ATC. and a heading of 040 was assigned to continue direct to our destination at that time. I began a slow descent of 250 feet per minute to 10;000 FT and a heading of 040. The Captain then gave me the responsibility of Comm #1 and he was going to use Comm #2 to communicate with dispatch. Dispatch was informed of the situation. We all decided it would be best to continue on to our destination. When that decision was made we informed dispatch and ATC. The Captain then advised our flight attendants and the passengers of our situation. The remainder of the flight was uneventful. After landing; we believed the taxiways were clear and dry so we decided to taxi the aircraft to the gate after landing. We stopped short of the gate and then asked to be towed in because of the conditions in the gate area were icy and snow covered.

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.

Attributes
ACN	868155
Time
Date	201001
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Aircraft 1
Make Model Name	SF 340B
Operating Under FAR Part	Part 121
Flight Phase	Climb
Component
Aircraft Component	Turbine Engine
Person 1
Function	Pilot Flying First Officer
Qualification	Flight Crew Commercial
Experience	Flight Crew Last 90 Days 11 Flight Crew Total 2300 Flight Crew Type 1500
Person 2
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 1 Flight Crew Total 4200 Flight Crew Type 1400
Events
Anomaly	Aircraft Equipment Problem Critical

An SF340 flight crew suffered an engine failure and continued to their destination as the most suitable airport. The flight attendant performed most of the passenger advisories while the flight crew was engaged in resolving the engine failure.