FLC OF AN LTT ACR ACFT DECLARED AN EMER AND LANDED AFTER 1 ENG WAS SHUT DOWN DUE TO COMPLETE PWR LOSS.

Narrative

WHILE CRUISING AT FL180 ACFT YAWED SEVERAL TIMES WITH WHAT SOUNDED LIKE AN ENG SURGE. IMMEDIATELY; THE CAPT ASSUMED CTL OF THE ACFT. WE THEN NOTICED #1 ENG OIL PRESSURE WARNING LIGHT WAS ON; AND THEN NOTICED THE ENG TORQUE WAS AT 0. AT THIS POINT; WE FOLLOWED THE QRH CHKLIST AND COMPLETED THE ITEMS ON THE CHKLIST. WHILE PERFORMING CHKLIST ITEMS; THE CAPT DECLARED AN EMER AND REQUESTED THE EMER EQUIP TO BE PRESENT FOR LNDG AS A SAFETY MEASURE. WE THEN LANDED SAFELY AT RDU. ACCORDING TO MAINT; THE CAUSE OF ENG FAILURE WAS DUE TO A BROKEN INCLINE SHAFT INSIDE ENG GOING TO THE STARTER-GENERATOR. SUPPLEMENTAL INFO FROM ACN 250383: THERE WAS NO CHKLIST FOR AN ENG FAILURE ENRTE. SO; WE USED THE ONE FOR AN ENG FAILURE AFTER V1. DURING TRAINING; WE ONLY USE THIS CHKLIST FOR AN ENG FAILURE ON TKOF. IT CALLS FOR MAX PWR; WHICH IS DONE BY JUST PUSHING UP THE PWR LEVERS. ENRTE; THE PROP LEVERS ARE BACK; AND OUR TRAINING CONDITIONS US NOT TO TOUCH THE PROP LEVERS. WE PUSHED THE GOOD PWR LEVER FORWARD WITHOUT MOVING THE PROP LEVER FORWARD CAUSING AN OVER-TORQUING CONDITION ON THE GOOD ENG. ALSO; THE CHKLIST SAYS FLAP V-REF 25. THIS LED TO CONFUSION. DOES THIS MEAN V-REF FOR 25 DEGS OF FLAPS; OR DO YOU ADD 25 KTS TO V-REF? ALSO; THE ACFT HAD THE R ENG MAIN GENERATOR DEFERRED. THIS CALLED FOR THE APU TO BE ON AT ALL TIMES AND ITS GENERATOR ON LINE; BUT; IF YOU ARE ABOVE 16000 FT; YOU HAVE TO HAVE THE PACKS SUPPLIED ONLY BY THE APU BLEED AIR. I FORGOT ABUT THIS LIMITATION AND THE MEL DOES NOT EVEN MENTION IT. IT IS A LIMITATION THAT A PERSON USES OR REMEMBERS VERY OFTEN. THE L PACK WAS ALSO DEFERRED BECAUSE OF A TORN PACK; BUT THE PLT I RECEIVED THE ACFT FROM; SAID THAT THE MECHS SAID WE COULD USE THE PACK ANYWAY. SINCE IT WAS ABOUT 100 DEGS THAT DAY; I USED IT; BUT I DO NOT BELIEVE THESE 2 ITEMS HAD ANYTHING TO DO WITH THE ENG FAILURE.