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A BE02 flight crew experienced major vibration shortly after takeoff. They were able to determine that the #2 engine was the source of the vibration and shut it down. The propeller manufacturer, the FAA, and the NTSB concluded the investigation with the issuance of an emergency airworthiness directive.
| Attributes | |
| ACN | 332434 |
| Time | |
| Date | 199603 |
| Day | Thu |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : jax |
| State Reference | FL |
| Altitude | agl bound lower : 100 agl bound upper : 100 |
| Environment | |
| Flight Conditions | VMC |
| Light | Dawn |
| Aircraft 1 | |
| Controlling Facilities | tower : jax |
| Operator | common carrier : air carrier |
| Make Model Name | Beech 1900 |
| Operating Under FAR Part | Part 135 |
| Navigation In Use | Other |
| Flight Phase | climbout : takeoff climbout : initial |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 240 flight time total : 6500 flight time type : 3400 |
| ASRS Report | 332434 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : declared emergency flight crew : overcame equipment problem other |
| Consequence | faa : investigated Other |
| Supplementary | |
| Primary Problem | Aircraft |
Narrative:
Shortly after takeoff at 100 ft AGL we had a major vibration after retracting the landing gear. We were unable to determine the cause by checking engine instruments because the vibration was so great. So, we visually checked our engines out our side windows. My first officer said it was on his side and I shut the right engine down at that point. The vibration lessened drastically. I told the tower we were returning to the airport with an engine failure. The tower asked if we needed assistance and I replied that we did. My first officer landed the aircraft without incident. Upon a post flight inspection the right propeller had a major failure. One of the propeller counter weights broke free hitting the next blade and causing it to break off, 1 ft from the hub. The FAA, NTSB, and propeller manufacturer are inspecting the propeller to find the cause. Callback conversation with reporter revealed the following information: this report is regarding the propeller on a BE02-D. An emergency airworthiness directive has been issued applying to the type of bolt that attached the counterweight. There are 2 types of bolts used, and it was not determined if the bolt was defective or if it had been over-tightened.
Original NASA ASRS Text
Title: A BE02 FLC EXPERIENCED MAJOR VIBRATION SHORTLY AFTER TKOF. THEY WERE ABLE TO DETERMINE THAT THE #2 ENG WAS THE SOURCE OF THE VIBRATION AND SHUT IT DOWN. THE PROP MANUFACTURER, THE FAA, AND THE NTSB CONCLUDED THE INVESTIGATION WITH THE ISSUANCE OF AN EMER AIRWORTHINESS DIRECTIVE.
Narrative: SHORTLY AFTER TKOF AT 100 FT AGL WE HAD A MAJOR VIBRATION AFTER RETRACTING THE LNDG GEAR. WE WERE UNABLE TO DETERMINE THE CAUSE BY CHKING ENG INSTS BECAUSE THE VIBRATION WAS SO GREAT. SO, WE VISUALLY CHKED OUR ENGS OUT OUR SIDE WINDOWS. MY FO SAID IT WAS ON HIS SIDE AND I SHUT THE R ENG DOWN AT THAT POINT. THE VIBRATION LESSENED DRASTICALLY. I TOLD THE TWR WE WERE RETURNING TO THE ARPT WITH AN ENG FAILURE. THE TWR ASKED IF WE NEEDED ASSISTANCE AND I REPLIED THAT WE DID. MY FO LANDED THE ACFT WITHOUT INCIDENT. UPON A POST FLT INSPECTION THE R PROP HAD A MAJOR FAILURE. ONE OF THE PROP COUNTER WEIGHTS BROKE FREE HITTING THE NEXT BLADE AND CAUSING IT TO BREAK OFF, 1 FT FROM THE HUB. THE FAA, NTSB, AND PROP MANUFACTURER ARE INSPECTING THE PROP TO FIND THE CAUSE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THIS RPT IS REGARDING THE PROP ON A BE02-D. AN EMER AIRWORTHINESS DIRECTIVE HAS BEEN ISSUED APPLYING TO THE TYPE OF BOLT THAT ATTACHED THE COUNTERWEIGHT. THERE ARE 2 TYPES OF BOLTS USED, AND IT WAS NOT DETERMINED IF THE BOLT WAS DEFECTIVE OR IF IT HAD BEEN OVER-TIGHTENED.
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.