Narrative:

While climbing to an assigned altitude of 4000 ft MSL (about 3900 ft) and a heading of 280 degrees by approach; I heard 3 sharp reports or bangs coming from the right side of the airplane; and noticed 'right fuel pressure' lights and 'right generator' caution lights light up along with the master warning light. My airspeed at the time was 160 KTS. We declared an emergency and told approach 'we are heading back to ZZZ.' the airport just mins before we had departed. While flying the assigned heading; approach did not acknowledge our emergency and the radio communication sounded like normal vectors and assignment to other aircraft. After a few seconds of disbelief; when approach did not acknowledge the radio transmission; I began to return to ZZZ. At this time we were approximately 7 mi northwest of ZZZ1; 4 mi east of ZZZ2; and 5 mi west of ZZZ. Due to an engine failure of the right side of the airplane; I began a gentle bank to the right and I lost 500 ft altitude to keep my airspeed up above 150 KTS. After leveling at 3500 ft and indicating 180 KTS on a heading of 360 degrees; approach wanted to know; 'king air XXX; are you on an assigned heading of 280 degrees at 4000 ft?' I said; 'no; we are heading north; I declared an emergency; we are going back to ZZZ; I lost my right engine.' approach informed us of a B737 setting up for downwind of ZZZ1. I told my friend flying along to handle the radios; because I didn't have time to 'chit-chat' to approach. I also told him just as soon as we switched to tower to ask them if they were aware that we were having an emergency. I could see ZZZ off our right side at approximately 5 mi. I began to descend to maintain 180 KTS and proceeded with emergency engine shutdown and fully feathered the right engine. Approach switched us over to tower and informed us we were outside ZZZ airspace. On our base leg and approximately 1500 ft and 3 mi; I was holding 165 KTS and selected 'approach flaps' and requested the 'tower to grab their binoculars to check for smoke coming from the right side engine.' from a 2 mi final all the way until about 3/4 mi final; I maintained a 160 KIAS airspeed. At about 1/2 mi; I began to reduce power of the left engine and at 155 KTS I lowered the gear. While crossing the 'numbers' at 200 ft; I selected 1/2 degree flaps and made a normal landing. We had 7 souls on board and 4 hours of fuel at the time of the emergency. The king air A100 has the PT6-34 engine which suffered a catastrophic engine failure that is still being investigated. I fly in and out of ZZZ airport on a regular basis for the past 2 yrs. I have noticed in the past several months; aircraft handling by approach into and out of ZZZ of late to be very sloppy and unprofessional. I have personally witnessed being ignored from them while on departure trying to check on at initial altitudes. Received vectors around the class B under IFR flight plan for 60 mi off course. I have experienced and watched faster; sometimes heavier; aircraft being sequenced behind slower aircraft (ie; giii versus C172) causing over-tasking of pilots; waste of jet fuel due to go around; and over-tasking tower personnel at ZZZ airport. In short; this is a dangerous situation developing. Something must be done; as it is distressing when a pilot; on IFR flight plan operating in class B airspace; in communication must use far 135.19 or far 91.3 to get a controller's attention. What if I held my heading and altitude? By the time I received permission to head back to ZZZ; I would have been right over the top of ZZZ2 trying to do a 180 degree turn with a right dead engine back to ZZZ to land.

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Original NASA ASRS Text

Title: BE10 DEP EXPERIENCED ENG FAILURE AND INITIATED TURN TOWARDS ZZZ PRIOR TO RECEIVING CLRNC FROM APCH.

Narrative: WHILE CLBING TO AN ASSIGNED ALT OF 4000 FT MSL (ABOUT 3900 FT) AND A HDG OF 280 DEGS BY APCH; I HEARD 3 SHARP RPTS OR BANGS COMING FROM THE R SIDE OF THE AIRPLANE; AND NOTICED 'R FUEL PRESSURE' LIGHTS AND 'R GENERATOR' CAUTION LIGHTS LIGHT UP ALONG WITH THE MASTER WARNING LIGHT. MY AIRSPD AT THE TIME WAS 160 KTS. WE DECLARED AN EMER AND TOLD APCH 'WE ARE HEADING BACK TO ZZZ.' THE ARPT JUST MINS BEFORE WE HAD DEPARTED. WHILE FLYING THE ASSIGNED HDG; APCH DID NOT ACKNOWLEDGE OUR EMER AND THE RADIO COM SOUNDED LIKE NORMAL VECTORS AND ASSIGNMENT TO OTHER ACFT. AFTER A FEW SECONDS OF DISBELIEF; WHEN APCH DID NOT ACKNOWLEDGE THE RADIO XMISSION; I BEGAN TO RETURN TO ZZZ. AT THIS TIME WE WERE APPROX 7 MI NW OF ZZZ1; 4 MI E OF ZZZ2; AND 5 MI W OF ZZZ. DUE TO AN ENG FAILURE OF THE R SIDE OF THE AIRPLANE; I BEGAN A GENTLE BANK TO THE R AND I LOST 500 FT ALT TO KEEP MY AIRSPD UP ABOVE 150 KTS. AFTER LEVELING AT 3500 FT AND INDICATING 180 KTS ON A HDG OF 360 DEGS; APCH WANTED TO KNOW; 'KING AIR XXX; ARE YOU ON AN ASSIGNED HDG OF 280 DEGS AT 4000 FT?' I SAID; 'NO; WE ARE HDG N; I DECLARED AN EMER; WE ARE GOING BACK TO ZZZ; I LOST MY R ENG.' APCH INFORMED US OF A B737 SETTING UP FOR DOWNWIND OF ZZZ1. I TOLD MY FRIEND FLYING ALONG TO HANDLE THE RADIOS; BECAUSE I DIDN'T HAVE TIME TO 'CHIT-CHAT' TO APCH. I ALSO TOLD HIM JUST AS SOON AS WE SWITCHED TO TWR TO ASK THEM IF THEY WERE AWARE THAT WE WERE HAVING AN EMER. I COULD SEE ZZZ OFF OUR R SIDE AT APPROX 5 MI. I BEGAN TO DSND TO MAINTAIN 180 KTS AND PROCEEDED WITH EMER ENG SHUTDOWN AND FULLY FEATHERED THE R ENG. APCH SWITCHED US OVER TO TWR AND INFORMED US WE WERE OUTSIDE ZZZ AIRSPACE. ON OUR BASE LEG AND APPROX 1500 FT AND 3 MI; I WAS HOLDING 165 KTS AND SELECTED 'APCH FLAPS' AND REQUESTED THE 'TWR TO GRAB THEIR BINOCULARS TO CHK FOR SMOKE COMING FROM THE R SIDE ENG.' FROM A 2 MI FINAL ALL THE WAY UNTIL ABOUT 3/4 MI FINAL; I MAINTAINED A 160 KIAS AIRSPD. AT ABOUT 1/2 MI; I BEGAN TO REDUCE PWR OF THE L ENG AND AT 155 KTS I LOWERED THE GEAR. WHILE XING THE 'NUMBERS' AT 200 FT; I SELECTED 1/2 DEG FLAPS AND MADE A NORMAL LNDG. WE HAD 7 SOULS ON BOARD AND 4 HRS OF FUEL AT THE TIME OF THE EMER. THE KING AIR A100 HAS THE PT6-34 ENG WHICH SUFFERED A CATASTROPHIC ENG FAILURE THAT IS STILL BEING INVESTIGATED. I FLY IN AND OUT OF ZZZ ARPT ON A REGULAR BASIS FOR THE PAST 2 YRS. I HAVE NOTICED IN THE PAST SEVERAL MONTHS; ACFT HANDLING BY APCH INTO AND OUT OF ZZZ OF LATE TO BE VERY SLOPPY AND UNPROFESSIONAL. I HAVE PERSONALLY WITNESSED BEING IGNORED FROM THEM WHILE ON DEP TRYING TO CHK ON AT INITIAL ALTS. RECEIVED VECTORS AROUND THE CLASS B UNDER IFR FLT PLAN FOR 60 MI OFF COURSE. I HAVE EXPERIENCED AND WATCHED FASTER; SOMETIMES HEAVIER; ACFT BEING SEQUENCED BEHIND SLOWER ACFT (IE; GIII VERSUS C172) CAUSING OVER-TASKING OF PLTS; WASTE OF JET FUEL DUE TO GAR; AND OVER-TASKING TWR PERSONNEL AT ZZZ ARPT. IN SHORT; THIS IS A DANGEROUS SITUATION DEVELOPING. SOMETHING MUST BE DONE; AS IT IS DISTRESSING WHEN A PLT; ON IFR FLT PLAN OPERATING IN CLASS B AIRSPACE; IN COM MUST USE FAR 135.19 OR FAR 91.3 TO GET A CTLR'S ATTN. WHAT IF I HELD MY HDG AND ALT? BY THE TIME I RECEIVED PERMISSION TO HEAD BACK TO ZZZ; I WOULD HAVE BEEN RIGHT OVER THE TOP OF ZZZ2 TRYING TO DO A 180 DEG TURN WITH A R DEAD ENG BACK TO ZZZ TO LAND.

Data retrieved from NASA's ASRS site as of January 2009 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.