Narrative:

We were cleared for takeoff. The first officer (first officer) called 'V1; rotate.' I removed my right hand from the power levers and placed it on the yoke and began to lift the nose wheel. At nearly the same moment I heard the #1 prop feather and the airplane yawed to the left. I corrected for the yaw with right rudder and as the airplane left the ground; I added right aileron. The liftoff was smooth. I called 'engine failure.' once the airplane was established in the climb and there was no danger of settling back to the runway; we raised the gear and performed the memory action items. I confirmed that the issue was actually an unscheduled feather by noting the low prop speed and high torque of the number 1 engine. We continued on runway heading while below acceleration height. I instructed the first officer that we would need to return to land. At about 800 feet while still below acceleration height ATC asked us to turn left to 070 which we declined. After reaching acceleration height and cleaning up the airplane we were able to make the turn and also continued the climb to 2000 feet. At this point the first officer was running the emergency and anomalies checklist for engine failure/fire. After a few more turns from ATC they cleared us for landing. However we had not yet completed the engine clean-up items checklist. We requested delaying vectors and ATC canceled the landing clearance. We received additional vectors which gave us time to complete the engine clean-up items and single engine landing checklists. The flight attendants were informed that we were returning to land. During this time ATC asked us about souls on board and fuel remaining. We gave them this information and were ready to land shortly thereafter. ATC asked us if we wanted the arff equipment. I said yes. The aircraft was configured with flaps 15. The landing was otherwise normal. We cleared the runway and brought the airplane to a stop. Firefighters chocked the nose wheel and inspected the #1 engine. During this time I made a PA to the passengers and informed them we would be returning to the gate. After the firefighters were satisfied with the condition of the airplane; we taxied back to the gate and parked normally. After the door was open a firefighter came to the flight deck and asked us if we needed any assistance. I said no and thanked them for checking out the airplane. The passengers deplaned. We completed the parking checklist. I entered two discrepancies in the logbook; one for the unscheduled feather and another for an overweight landing. I received a call from dispatch at this point and they said they had another airplane for us to swap into. I asked to be transferred to maintenance control in order to report the discrepancies. We completed the terminating checklist. I placarded the power levers with the aircraft lockout device. I have heard that this same aircraft experienced a number one engine failure 11 days prior.

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Original NASA ASRS Text

Title: DHC8-200 Captain experienced a number 1 engine auto feather at rotation with the engine making normal power. The flight returned to the departure airport for a single engine landing.

Narrative: We were cleared for takeoff. The First Officer (FO) called 'V1; rotate.' I removed my right hand from the power levers and placed it on the yoke and began to lift the nose wheel. At nearly the same moment I heard the #1 prop feather and the airplane yawed to the left. I corrected for the yaw with right rudder and as the airplane left the ground; I added right aileron. The liftoff was smooth. I called 'engine failure.' Once the airplane was established in the climb and there was no danger of settling back to the runway; we raised the gear and performed the memory action items. I confirmed that the issue was actually an unscheduled feather by noting the low prop speed and high torque of the number 1 engine. We continued on runway heading while below acceleration height. I instructed the FO that we would need to return to land. At about 800 feet while still below acceleration height ATC asked us to turn left to 070 which we declined. After reaching acceleration height and cleaning up the airplane we were able to make the turn and also continued the climb to 2000 feet. At this point the FO was running the Emergency and Anomalies checklist for Engine Failure/Fire. After a few more turns from ATC they cleared us for landing. However we had not yet completed the Engine Clean-Up Items Checklist. We requested delaying vectors and ATC canceled the landing clearance. We received additional vectors which gave us time to complete the Engine Clean-Up Items and Single Engine Landing checklists. The Flight Attendants were informed that we were returning to land. During this time ATC asked us about souls on board and fuel remaining. We gave them this information and were ready to land shortly thereafter. ATC asked us if we wanted the ARFF equipment. I said yes. The aircraft was configured with flaps 15. The landing was otherwise normal. We cleared the runway and brought the airplane to a stop. Firefighters chocked the nose wheel and inspected the #1 engine. During this time I made a PA to the passengers and informed them we would be returning to the gate. After the firefighters were satisfied with the condition of the airplane; we taxied back to the gate and parked normally. After the door was open a firefighter came to the flight deck and asked us if we needed any assistance. I said no and thanked them for checking out the airplane. The passengers deplaned. We completed the parking checklist. I entered two discrepancies in the logbook; one for the unscheduled feather and another for an overweight landing. I received a call from dispatch at this point and they said they had another airplane for us to swap into. I asked to be transferred to maintenance control in order to report the discrepancies. We completed the terminating checklist. I placarded the power levers with the Aircraft Lockout device. I have heard that this same aircraft experienced a number one engine failure 11 days prior.

Data retrieved from NASA's ASRS site 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.