Flight Crew Air Transport Pilot (ATP)
Workload; Communication Breakdown; Training / Qualification
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Chart Or Publication; Manuals; Procedure
We were assigned 6;000 FT and in cruise configuration enroute. While at 6;000 FT; we reduced our power settings to the holding configuration to maintain spacing with the passenger airplane which was ahead (about 5 miles) and above us (at 8;000 FT). As the passenger plane was cleared for the visual approach and below our altitude; I instructed the First Officer to increase our power setting back to normal cruise. As the throttles were advanced; the right engine was unable to develop the appropriate power for the throttle setting. I took over the aircraft controls from the First Officer and advance the mixtures; propellers; and throttles to their full forward position. The right Manifold Pressure (MP) only reached 25 inches at full throttle while all the other engine instruments for that engine were in the green but lower than before. I asked the First Officer if he saw white smoke coming from the right engine which he responded that he did. I assumed that the right engine had blown the turbocharger. The right engine was running rough and we were still seeing the white smoke. I decided to shut down the right engine because I did not know how much oil was lost and I was concerned about a possible fire or having it seize up in flight. I executed the memory box items and gave the QRH to the First Officer to read and double check. I advised ATC that we had shut the right engine down and had lost 200 FT. I climbed back to 6;000 FT. I elected to continue to our filed destination because it was about 15 NM away and had emergency services (this was the only airport in close proximity that I knew 100% that had them available on the field). ATC cleared us for the visual to Runway 32 and we landed with out any difficulties on the remaining engine. Upon reflection; I lost the altitude when reached down to get the QRH. I should have engaged the autopilot after I had shut the right engine down to hold altitude and heading. This would have prevented the altitude loss and allowed me accomplish what I needed to.
I began to apply cruise power when vibrations and asymmetric power was noticed. The right engine manifold pressure was reading much lower than the left; near the 25' range along with significant vibrations. At this point; the Captain took controls of the aircraft; and executed the engine failure memory items. Power was not restored; and the vibrations were still present; so the Captain elected to secure the right engine; which I supported. During the securing of the engine; 200 FT in altitude was lost. After the engine was secured; a climb was made back up to 6;000 FT until cleared lower. After the memory items were complete; I began verifying with the QRH and continued with non memory items. The Captain did notify ATC of the engine malfunction and subsequent shutdown; however he did not expressible declare an emergency. We continued the flight and landed without any further incident. Airfield conditions were good; and the visual approach into the airport was conducted without further incident.While the engine failure may not have been avoided by any additional crew intervention; a declaration of an emergency with ATC should have been conducted. As the First Officer; I should have requested the declaration of emergency.
A C402 right engine turbocharger failed in flight so the engine was shutdown; the checklist completed and the flight continued to its nearby destination but no emergency was declared.