Narrative:

As the gear was brought up we noticed the left engine over temperature light was illuminated and itt was 976 degrees C. The left engine was running rough and emitted a grinding sound. I reduced the left power lever to try and reduce the itt temperature. We received a master warning and caution and shortly after noted that the left engine propeller had auto coarsened. The pilot not flying called to identify and cancel the warning and we began working our way through the problem. The tower assigned a turn and I told them we were experiencing engine trouble and requested to continue on runway heading.we identified that the left engine had not failed and that our only indications of a problem were related to an auto coarsened propeller (low oil pressure warning; engine anti-ice warning). At this time the tower had us contact approach and we informed them we would like a turn towards ZZZ. (The turn put us on course as well as heading towards the airport we briefed in case of an emergency.) I completed the low oil pressure checklist in the emergency non-normal section of the aom followed by the after takeoff checklist. Once the auto coarsen switch was turned off the left engine propeller returned to normal indications. The itt on the left engine was indicating between 750-800 degrees C at around 20% torque.we requested a landing at ZZZ and began preparations for the approach and arrival which included informing the flight attendants; the passengers and the company of our diversion. We completed a normal landing with both engines running but leaving the left engine at flight idle. Upon landing we taxied clear of the runway and had airport personnel walk around the aircraft to check for any obvious damage to the aircraft. They reported no damage. I shut down the left engine and taxied single engine to the gate. We completed the shutdown check and terminated the aircraft.

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Original NASA ASRS Text

Title: An SF340 Flight Crew diverted to an enroute airport following an overtemp of the left engine.

Narrative: As the gear was brought up we noticed the left engine over temperature light was illuminated and ITT was 976 degrees C. The left engine was running rough and emitted a grinding sound. I reduced the left power lever to try and reduce the ITT temperature. We received a master warning and caution and shortly after noted that the left engine propeller had auto coarsened. The pilot not flying called to identify and cancel the warning and we began working our way through the problem. The Tower assigned a turn and I told them we were experiencing engine trouble and requested to continue on runway heading.We identified that the left engine had not failed and that our only indications of a problem were related to an auto coarsened propeller (Low oil pressure warning; engine anti-ice warning). At this time the Tower had us contact Approach and we informed them we would like a turn towards ZZZ. (The turn put us on course as well as heading towards the airport we briefed in case of an emergency.) I completed the Low Oil Pressure checklist in the emergency non-normal section of the AOM followed by the after takeoff checklist. Once the auto coarsen switch was turned off the left engine propeller returned to normal indications. The ITT on the left engine was indicating between 750-800 degrees C at around 20% torque.We requested a landing at ZZZ and began preparations for the approach and arrival which included informing the Flight Attendants; the passengers and the company of our diversion. We completed a normal landing with both engines running but leaving the left engine at flight idle. Upon landing we taxied clear of the runway and had airport personnel walk around the aircraft to check for any obvious damage to the aircraft. They reported no damage. I shut down the left engine and taxied single engine to the gate. We completed the shutdown check and terminated the aircraft.

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.