Narrative:

We kept the aircraft all day, and we had very quick turns. Coming out of ile, we had precomputed the torque to be 100. Gray approach released us, and we announced intentions to depart ile on the CTAF. Before takeoff checklist was complete. Power was set, and all engine parameters were normal. A few seconds later, about 65 KTS, we heard an explosion out the right side of the aircraft. I announced 'abort' 3 times. Using deep reverse and braking we came to a complete stop, and the parking brake was parked. At first we did not know what was wrong. Looking at the #2 instruments, everything was normal except itt. The itt was around 12:15 and the red itt light was on. I called for #2 to be shut down, and called '#2 cl, fuel off.' at no time did the fire handle illuminate or the fire bell sound. We went through the emergency procedure checklist and pulled the fire handle, and discharged extinguishing agent. The first officer completed the emergency procedure checklist. After we ascertained that there was no fire, we returned to the gate. There was no emergency declared. We did call ile operations, and had them call crash fire rescue equipment to come and examine the right engine. No evidence of fire or fire damage was visible other than the faint smell of halon. Passenger were deplaned normally by airstairs. Upon postflt inspection, the propeller would not rotate, as it had seized. Last month, there were 2 instances of the r-hand propeller having problems. Both stated that oil was leaking from the r-hand propeller, and one states that the propeller was already on tdmi. Further down there are 5 other instances that involve the 4-HAND propeller in some form or another. One leak, an overspd, another overspd, pgb oil pressure flux and another propeller oil gauge flux. Callback conversation with reporter revealed the following information: reporter advised that he had followed up with the company maintenance departments and learned that the failure was not propeller related but was, in fact, a turbine failure he termed an 'explosion.' he was unable to explain, however, why a failure in the turbine would have resulted in the propeller seizing. The engine and propeller were being changed during his investigation and he is confident that appropriate maintenance procedures were taken.

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Original NASA ASRS Text

Title: DEPARTING ILE, FLT CREW OF SF34 EXPERIENCED EXPLOSIVE SOUND FROM R SIDE OF ACFT. ABORTED TKOF AND, UPON INSPECTION, DISCOVERED THE R PROP SEIZED. SUBSEQUENT INVESTIGATION NOTED NUMEROUS WRITE-UPS REGARDING OPERATIONAL ABNORMALITIES ON THIS PROP-ENG COMBINATION.

Narrative: WE KEPT THE ACFT ALL DAY, AND WE HAD VERY QUICK TURNS. COMING OUT OF ILE, WE HAD PRECOMPUTED THE TORQUE TO BE 100. GRAY APCH RELEASED US, AND WE ANNOUNCED INTENTIONS TO DEPART ILE ON THE CTAF. BEFORE TKOF CHKLIST WAS COMPLETE. PWR WAS SET, AND ALL ENG PARAMETERS WERE NORMAL. A FEW SECONDS LATER, ABOUT 65 KTS, WE HEARD AN EXPLOSION OUT THE R SIDE OF THE ACFT. I ANNOUNCED 'ABORT' 3 TIMES. USING DEEP REVERSE AND BRAKING WE CAME TO A COMPLETE STOP, AND THE PARKING BRAKE WAS PARKED. AT FIRST WE DID NOT KNOW WHAT WAS WRONG. LOOKING AT THE #2 INSTS, EVERYTHING WAS NORMAL EXCEPT ITT. THE ITT WAS AROUND 12:15 AND THE RED ITT LIGHT WAS ON. I CALLED FOR #2 TO BE SHUT DOWN, AND CALLED '#2 CL, FUEL OFF.' AT NO TIME DID THE FIRE HANDLE ILLUMINATE OR THE FIRE BELL SOUND. WE WENT THROUGH THE EMER PROC CHKLIST AND PULLED THE FIRE HANDLE, AND DISCHARGED EXTINGUISHING AGENT. THE FO COMPLETED THE EMER PROC CHKLIST. AFTER WE ASCERTAINED THAT THERE WAS NO FIRE, WE RETURNED TO THE GATE. THERE WAS NO EMER DECLARED. WE DID CALL ILE OPS, AND HAD THEM CALL CFR TO COME AND EXAMINE THE R ENG. NO EVIDENCE OF FIRE OR FIRE DAMAGE WAS VISIBLE OTHER THAN THE FAINT SMELL OF HALON. PAX WERE DEPLANED NORMALLY BY AIRSTAIRS. UPON POSTFLT INSPECTION, THE PROP WOULD NOT ROTATE, AS IT HAD SEIZED. LAST MONTH, THERE WERE 2 INSTANCES OF THE R-HAND PROP HAVING PROBS. BOTH STATED THAT OIL WAS LEAKING FROM THE R-HAND PROP, AND ONE STATES THAT THE PROP WAS ALREADY ON TDMI. FURTHER DOWN THERE ARE 5 OTHER INSTANCES THAT INVOLVE THE 4-HAND PROP IN SOME FORM OR ANOTHER. ONE LEAK, AN OVERSPD, ANOTHER OVERSPD, PGB OIL PRESSURE FLUX AND ANOTHER PROP OIL GAUGE FLUX. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR ADVISED THAT HE HAD FOLLOWED UP WITH THE COMPANY MAINT DEPTS AND LEARNED THAT THE FAILURE WAS NOT PROP RELATED BUT WAS, IN FACT, A TURBINE FAILURE HE TERMED AN 'EXPLOSION.' HE WAS UNABLE TO EXPLAIN, HOWEVER, WHY A FAILURE IN THE TURBINE WOULD HAVE RESULTED IN THE PROP SEIZING. THE ENG AND PROP WERE BEING CHANGED DURING HIS INVESTIGATION AND HE IS CONFIDENT THAT APPROPRIATE MAINT PROCS WERE TAKEN.

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.