Narrative:

Roswell to dallas fort worth. Passing 1500 ft AGL (5000 ft MSL), set climb power per company procedures at captain call 'for after takeoff checklist'. First officer observed increasing oil temperature and decreasing pressure on #2 engine. Called these trends to the captain's attention. Monitored gauges, noted within 1 min's time that oil temperature 'red-lined' at 110 degrees C, oil pressure dropped to 60 psi, and torque decreased from 3700 ft pounds to 3000 ft pounds. Master warning, oil pressure low annunciator illuminated briefly just as captain reduced power to idle on the #2 engine. We proceeded to complete memory items, declared emergency, ran all appropriate checklists, informed passenger, returned and landed without incident. The #2 engine had been running about 20 degrees hotter than the left and burning about 20 pounds/hour more of fuel for about 2-3 weeks as the engine trends (done daily) in our aircraft flight maintenance log shows for previous engine trends done. On takeoff after the incident happened, the first officer and I talked about it and on takeoff while adding power the right engine seemed to develop power slightly slower than the left and propeller RPM was slightly lower than it had been on previous flight, approximately 25 RPM, because earlier we had to pull the right propeller back to sync with the left one, and this time we had to pull the left propeller back to sync with the right one, but everything was within transient limits. I told the first officer good job for catching the problem. He told me good job for keeping the flight a normal flight and normal landing. Also afterwards, the propeller would hardly spin when rotated by hand, indicating a problem with the gear box, possibly.

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Original NASA ASRS Text

Title: BE02 CREW IS FORCED TO SHUT DOWN #2 ENG.

Narrative: ROSWELL TO DALLAS FORT WORTH. PASSING 1500 FT AGL (5000 FT MSL), SET CLB PWR PER COMPANY PROCS AT CAPT CALL 'FOR AFTER TKOF CHKLIST'. FO OBSERVED INCREASING OIL TEMP AND DECREASING PRESSURE ON #2 ENG. CALLED THESE TRENDS TO THE CAPT'S ATTN. MONITORED GAUGES, NOTED WITHIN 1 MIN'S TIME THAT OIL TEMP 'RED-LINED' AT 110 DEGS C, OIL PRESSURE DROPPED TO 60 PSI, AND TORQUE DECREASED FROM 3700 FT LBS TO 3000 FT LBS. MASTER WARNING, OIL PRESSURE LOW ANNUNCIATOR ILLUMINATED BRIEFLY JUST AS CAPT REDUCED PWR TO IDLE ON THE #2 ENG. WE PROCEEDED TO COMPLETE MEMORY ITEMS, DECLARED EMER, RAN ALL APPROPRIATE CHKLISTS, INFORMED PAX, RETURNED AND LANDED WITHOUT INCIDENT. THE #2 ENG HAD BEEN RUNNING ABOUT 20 DEGS HOTTER THAN THE L AND BURNING ABOUT 20 LBS/HR MORE OF FUEL FOR ABOUT 2-3 WKS AS THE ENG TRENDS (DONE DAILY) IN OUR ACFT FLT MAINT LOG SHOWS FOR PREVIOUS ENG TRENDS DONE. ON TKOF AFTER THE INCIDENT HAPPENED, THE FO AND I TALKED ABOUT IT AND ON TKOF WHILE ADDING PWR THE R ENG SEEMED TO DEVELOP PWR SLIGHTLY SLOWER THAN THE L AND PROP RPM WAS SLIGHTLY LOWER THAN IT HAD BEEN ON PREVIOUS FLT, APPROX 25 RPM, BECAUSE EARLIER WE HAD TO PULL THE R PROP BACK TO SYNC WITH THE L ONE, AND THIS TIME WE HAD TO PULL THE L PROP BACK TO SYNC WITH THE R ONE, BUT EVERYTHING WAS WITHIN TRANSIENT LIMITS. I TOLD THE FO GOOD JOB FOR CATCHING THE PROB. HE TOLD ME GOOD JOB FOR KEEPING THE FLT A NORMAL FLT AND NORMAL LNDG. ALSO AFTERWARDS, THE PROP WOULD HARDLY SPIN WHEN ROTATED BY HAND, INDICATING A PROB WITH THE GEAR BOX, POSSIBLY.

Data retrieved from NASA's ASRS site as of July 2007 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.