Narrative:

Shortly after gear retraction from acy at LL21Z, the right engine experienced a partial power failure. I elected to climb to 9000 MSL and return to acy VOR and hold to burn off fuel while analyzing the problem. Engine instruments appeared normal except for lower than normal power and oil pressure on #2 (right) engine. At LL00Z I declared an emergency and began descent and approach for landing at acy. At LL10Z, the #2 engine gear box oil pressure fluctuated and engine low pressure oil light illuminated. The #2 engine was shut down, approach continued and uneventful landing accomplished. Due to the excessive harassment I have been experiencing for initiating aircraft maintenance write-ups (as required by the FARS), from my employer, I elected to hold prior to declaring an emergency to insure that in fact I did have a legitimate problem. My employer's tactics of intimidation, threats of dismissal and harassment inhibited my decision to land the aircraft immediately after experiencing the power failure. My employer's practices created an environment that could have resulted in an unsafe situation. Supplemental information from acn 211275. This event resulted from a NOTAM issued on 3/92 by cef for the first northeast 1000 ft of runway 5-23 closed. I reconfirmed with cef base operations that 11600 was available. However, I did not ascertain this until after I refused to accept the flight for release. I did accept the flight once I made my confirmation about actual airport/runway conditions. During the interim, my chief pilot was demanding that I should accept the flight. 2 areas of concern are: the intimidation, coercion and insistence that I operate in violation of the far's, by management and my chief pilot. This is not the first time this happened.

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Original NASA ASRS Text

Title: AN MDT PLT SUBMITTED 2 RPTS IN ONE DAY. ONE DEALS WITH AN ENG OUT SITUATION WHERE HE RETURNED TO LAND, AND THE OTHER WITH CONFUSION IN THE WAY THAT A NOTAM WAS WRITTEN DEALING WITH PARTIAL RWY CLOSURE. BOTH RPTS TALK ABOUT HARASSMENT BY HIS COMPANY AND HIS DESIRE TO FOLLOW ALL OF THE RULES ALL OF THE TIME.

Narrative: SHORTLY AFTER GEAR RETRACTION FROM ACY AT LL21Z, THE R ENG EXPERIENCED A PARTIAL PWR FAILURE. I ELECTED TO CLB TO 9000 MSL AND RETURN TO ACY VOR AND HOLD TO BURN OFF FUEL WHILE ANALYZING THE PROBLEM. ENG INSTS APPEARED NORMAL EXCEPT FOR LOWER THAN NORMAL PWR AND OIL PRESSURE ON #2 (R) ENG. AT LL00Z I DECLARED AN EMER AND BEGAN DSCNT AND APCH FOR LNDG AT ACY. AT LL10Z, THE #2 ENG GEAR BOX OIL PRESSURE FLUCTUATED AND ENG LOW PRESSURE OIL LIGHT ILLUMINATED. THE #2 ENG WAS SHUT DOWN, APCH CONTINUED AND UNEVENTFUL LNDG ACCOMPLISHED. DUE TO THE EXCESSIVE HARASSMENT I HAVE BEEN EXPERIENCING FOR INITIATING ACFT MAINT WRITE-UPS (AS REQUIRED BY THE FARS), FROM MY EMPLOYER, I ELECTED TO HOLD PRIOR TO DECLARING AN EMER TO INSURE THAT IN FACT I DID HAVE A LEGITIMATE PROBLEM. MY EMPLOYER'S TACTICS OF INTIMIDATION, THREATS OF DISMISSAL AND HARASSMENT INHIBITED MY DECISION TO LAND THE ACFT IMMEDIATELY AFTER EXPERIENCING THE PWR FAILURE. MY EMPLOYER'S PRACTICES CREATED AN ENVIRONMENT THAT COULD HAVE RESULTED IN AN UNSAFE SITUATION. SUPPLEMENTAL INFO FROM ACN 211275. THIS EVENT RESULTED FROM A NOTAM ISSUED ON 3/92 BY CEF FOR THE FIRST NE 1000 FT OF RWY 5-23 CLOSED. I RECONFIRMED WITH CEF BASE OPS THAT 11600 WAS AVAILABLE. HOWEVER, I DID NOT ASCERTAIN THIS UNTIL AFTER I REFUSED TO ACCEPT THE FLT FOR RELEASE. I DID ACCEPT THE FLT ONCE I MADE MY CONFIRMATION ABOUT ACTUAL ARPT/RWY CONDITIONS. DURING THE INTERIM, MY CHIEF PLT WAS DEMANDING THAT I SHOULD ACCEPT THE FLT. 2 AREAS OF CONCERN ARE: THE INTIMIDATION, COERCION AND INSISTENCE THAT I OPERATE IN VIOLATION OF THE FAR'S, BY MGMNT AND MY CHIEF PLT. THIS IS NOT THE FIRST TIME THIS HAPPENED.

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.