Narrative:

While on initial climb to 4;000 ft; while I had my head down; I felt a very very slight/short yaw of the airplane. I inquired with captain if he felt it also. He had and we looked over the engine gauges and instruments and saw no abnormal indications. A short time after that; approximately one to two minutes; the aircraft began to have a very slight humming sound accompanied with a slight vibration. It was extremely slight; did not cause major concern; and we began discussing if possibly the landing light or nose wheel gear doors were catching or dragging in the air.by this time we had leveled off at 4;000 ft. I checked the airspeed indicator as we accelerated and I noted to myself that the vibrations did not get worse with an increase of airspeed. We were then cleared to climb to 8;000 ft. I had been flying the airplane the last couple days and it was the captain's first leg so I commented to him that the sound was something new; not alarming; but that I had not heard it on previous flights.while in the climb we both noticed a strong burning odor and within seconds it became obvious that the cockpit was filling with smoke. The captain immediately stated that he wanted to return. I advised ATC that we needed to return for landing because we were getting smoke in the cockpit. We were cleared to turn around. ATC inquired where we wanted to go and the captain asked what airport was closest as there was now heavy smoke in the cockpit. ATC suggested a nearby airport and we agreed that was the best option.during this time both engine bleeds were turned off and we were in a descent. I put on the oxygen mask for a short period; but then removed it as it appeared turning the bleeds off had stopped the smoke. While the captain was flying the airplane he commented the right engine didn't seem to be responding correctly and while I was responding the right engine oil warning light illuminated. I looked over and the captain's hand was already on the right condition lever and he stated 'I'm going to shut down the right engine.' I immediately confirmed the right engine oil light; the low oil pressure indication and that his hand was on the correct condition lever and he then shut down the right engine.I told ATC that we were declaring an emergency as we had shut the right engine down. At this time we were on about a two mile right base to the runway. I made visual contact with the airport; pointed it out to the captain and called the field in sight. We were close to the field; the engine was secure; and we were in a good position to bring the airplane in for landing. The tower cleared us to land and we did so without further event. We exited the runway under our own power; had crash fire rescue equipment inspect the aircraft and then taxied to the FBO.

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Original NASA ASRS Text

Title: Smoke in the cockpit and right engine oil pressure quantity and pressure indications required an engine shut down and diversion by A P180 flight crew.

Narrative: While on initial climb to 4;000 FT; while I had my head down; I felt a very very slight/short yaw of the airplane. I inquired with Captain if he felt it also. He had and we looked over the engine gauges and instruments and saw no abnormal indications. A short time after that; approximately one to two minutes; the aircraft began to have a very slight humming sound accompanied with a slight vibration. It was extremely slight; did not cause major concern; and we began discussing if possibly the landing light or nose wheel gear doors were catching or dragging in the air.By this time we had leveled off at 4;000 FT. I checked the airspeed indicator as we accelerated and I noted to myself that the vibrations did not get worse with an increase of airspeed. We were then cleared to climb to 8;000 FT. I had been flying the airplane the last couple days and it was the Captain's first leg so I commented to him that the sound was something new; not alarming; but that I had not heard it on previous flights.While in the climb we both noticed a strong burning odor and within seconds it became obvious that the cockpit was filling with smoke. The Captain immediately stated that he wanted to return. I advised ATC that we needed to return for landing because we were getting smoke in the cockpit. We were cleared to turn around. ATC inquired where we wanted to go and the Captain asked what airport was closest as there was now heavy smoke in the cockpit. ATC suggested a nearby airport and we agreed that was the best option.During this time both engine bleeds were turned off and we were in a descent. I put on the oxygen mask for a short period; but then removed it as it appeared turning the bleeds off had stopped the smoke. While the Captain was flying the airplane he commented the right engine didn't seem to be responding correctly and while I was responding the right engine oil warning light illuminated. I looked over and the Captain's hand was already on the right condition lever and he stated 'I'm going to shut down the right engine.' I immediately confirmed the right engine oil light; the low oil pressure indication and that his hand was on the correct condition lever and he then shut down the right engine.I told ATC that we were declaring an emergency as we had shut the right engine down. At this time we were on about a two mile right base to the runway. I made visual contact with the airport; pointed it out to the Captain and called the field in sight. We were close to the field; the engine was secure; and we were in a good position to bring the airplane in for landing. The Tower cleared us to land and we did so without further event. We exited the runway under our own power; had CFR inspect the aircraft and then taxied to the FBO.

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.