Narrative:

Flight from okc to dfw, saab 340 experienced a right engine failure at approximately 200 ft AGL during takeoff and initial climb. First officer was at the controls and captain was acting as PNF. As the flight began all first flight of the day items were performed and checklists were completed without any abnormalities. A normal maximum power takeoff was performed due to contaminated runway. At about 200 ft a loud pop came from the right side of the aircraft and a slight yaw to the right occurred. A few seconds later the master warning alarm and triple chime sounded. The #2 engine torque went to zero and propeller autocoarsened. Central warning panel lights indicated low oil pressure and tailpipe hot with an overtemp light above the #2 torque indicator gauge. First officer continued to fly and climbed to acceleration altitude and called for memory items for engine failure. He put his left hand on the right power lever and I confirmed the right power lever and proceeded to retard it to flight idle. Then he called for right condition lever and put his left hand on the right condition lever and I did the same and pulled it fuel off. After a few seconds I noticed the right overtemp was still illuminated and the tailpipe hot light was still on. Unsure if there was a potential fire, I elected to pull the right fire handle to assure there was no fuel going to the right nacelle. The overtemp light and tailpipe hot light went out within a few seconds. Once the aircraft situation was under control (all memory items performed and emergency checklist opened to the appropriate page) I advised ATC we had an engine failure and were returning to okc. ATC asked if we needed any additional assistance. I stated 'not at this time.' an emergency was declared. I called the flight attendant and advised her of our situation. Then I briefed the passenger that we had an engine failure and we train a great deal for these kinds of sits. We performed all checklists in the emergency checklists to a VFR landing without further incident. Since there were no further indications of fire, I elected to taxi to the gate where a normal deplaning was performed. Postflt inspection indicated no external damage to the aircraft. We noticed a black residue in the right tailpipe. I made 2 entries for the engine failure and an overweight landing at okc due to short duration of the flight.

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Original NASA ASRS Text

Title: FLC OF SAAB SF340 HAS MASTER WARNING LIGHT ACTIVATE AT 200 FT ON TKOF. EMER PROCS FOLLOWED.

Narrative: FLT FROM OKC TO DFW, SAAB 340 EXPERIENCED A R ENG FAILURE AT APPROX 200 FT AGL DURING TKOF AND INITIAL CLB. FO WAS AT THE CTLS AND CAPT WAS ACTING AS PNF. AS THE FLT BEGAN ALL FIRST FLT OF THE DAY ITEMS WERE PERFORMED AND CHKLISTS WERE COMPLETED WITHOUT ANY ABNORMALITIES. A NORMAL MAX PWR TKOF WAS PERFORMED DUE TO CONTAMINATED RWY. AT ABOUT 200 FT A LOUD POP CAME FROM THE R SIDE OF THE ACFT AND A SLIGHT YAW TO THE R OCCURRED. A FEW SECONDS LATER THE MASTER WARNING ALARM AND TRIPLE CHIME SOUNDED. THE #2 ENG TORQUE WENT TO ZERO AND PROP AUTOCOARSENED. CENTRAL WARNING PANEL LIGHTS INDICATED LOW OIL PRESSURE AND TAILPIPE HOT WITH AN OVERTEMP LIGHT ABOVE THE #2 TORQUE INDICATOR GAUGE. FO CONTINUED TO FLY AND CLBED TO ACCELERATION ALT AND CALLED FOR MEMORY ITEMS FOR ENG FAILURE. HE PUT HIS L HAND ON THE R PWR LEVER AND I CONFIRMED THE R PWR LEVER AND PROCEEDED TO RETARD IT TO FLT IDLE. THEN HE CALLED FOR R CONDITION LEVER AND PUT HIS L HAND ON THE R CONDITION LEVER AND I DID THE SAME AND PULLED IT FUEL OFF. AFTER A FEW SECONDS I NOTICED THE R OVERTEMP WAS STILL ILLUMINATED AND THE TAILPIPE HOT LIGHT WAS STILL ON. UNSURE IF THERE WAS A POTENTIAL FIRE, I ELECTED TO PULL THE R FIRE HANDLE TO ASSURE THERE WAS NO FUEL GOING TO THE R NACELLE. THE OVERTEMP LIGHT AND TAILPIPE HOT LIGHT WENT OUT WITHIN A FEW SECONDS. ONCE THE ACFT SIT WAS UNDER CTL (ALL MEMORY ITEMS PERFORMED AND EMER CHKLIST OPENED TO THE APPROPRIATE PAGE) I ADVISED ATC WE HAD AN ENG FAILURE AND WERE RETURNING TO OKC. ATC ASKED IF WE NEEDED ANY ADDITIONAL ASSISTANCE. I STATED 'NOT AT THIS TIME.' AN EMER WAS DECLARED. I CALLED THE FLT ATTENDANT AND ADVISED HER OF OUR SIT. THEN I BRIEFED THE PAX THAT WE HAD AN ENG FAILURE AND WE TRAIN A GREAT DEAL FOR THESE KINDS OF SITS. WE PERFORMED ALL CHKLISTS IN THE EMER CHKLISTS TO A VFR LNDG WITHOUT FURTHER INCIDENT. SINCE THERE WERE NO FURTHER INDICATIONS OF FIRE, I ELECTED TO TAXI TO THE GATE WHERE A NORMAL DEPLANING WAS PERFORMED. POSTFLT INSPECTION INDICATED NO EXTERNAL DAMAGE TO THE ACFT. WE NOTICED A BLACK RESIDUE IN THE R TAILPIPE. I MADE 2 ENTRIES FOR THE ENG FAILURE AND AN OVERWT LNDG AT OKC DUE TO SHORT DURATION OF THE FLT.

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.