Narrative:

This report is due to the initial deviation from assigned altitude of 3;000 ft. Due to the control problems I was having: yaw oscillation due to retarding thrust on the right engine and decay of performance due to loss of power and possible gear not retracting properly. At approximately 3;300 ft approach cleared us to 5;000 ft. My first officer repeated the new clearance to 5;000 ft and declared the emergency for me.at 800 ft we turned on the anti-ice and noticed the right engine spike to 650 C on the egt. I reduced power on the right engine to bring the egt back to below red line and continued to use the engine at a reduced power (approximately 1.45 EPR). We noticed that all three red landing gear lights were on. We continued to climb; a loud and unidentifiable vibration began to build with increasing airspeed. Once level we recycled the gear and the lights went out. The loud vibration continued. I began to struggle with the autopilot before disconnecting it. The autopilot would not maintain altitude or proper pitch attitude. We declared an emergency and began vectors around for the ILS approach. Just prior to base vector the amber fwd accessory door came on. On the approach with flaps at 40 and gear down at around 140 to 150 KTS the vibration seemed to subside to about 30% of what it was. When I was taxing in I started to slide in the turn; braking on fresh snow covered taxiway was poor to nil. I got a hard over with the steering as we slid toward the edge lighting. We shut down and got a tug to tow us in where we were met maintenance.

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Original NASA ASRS Text

Title: DC9 flight crew experiences high EGT shortly after takeoff along with a failure of the landing gear to retract. Thrust is reduced to bring the EGT within limits. An increasing vibration is noted as speed increases and the initial altitude assignment is exceeded before a new altitude is received. An emergency is declared and flight returns to departure airport. Just prior to base turn the forward accessory door warning light came on.

Narrative: This report is due to the initial deviation from assigned altitude of 3;000 FT. Due to the control problems I was having: yaw oscillation due to retarding thrust on the right engine and decay of performance due to loss of power and possible gear not retracting properly. At approximately 3;300 FT Approach cleared us to 5;000 FT. My First Officer repeated the new clearance to 5;000 FT and declared the emergency for me.At 800 FT we turned on the anti-ice and noticed the right engine spike to 650 C on the EGT. I reduced power on the right engine to bring the EGT back to below red line and continued to use the engine at a reduced power (approximately 1.45 EPR). We noticed that all three red landing gear lights were on. We continued to climb; a loud and unidentifiable vibration began to build with increasing airspeed. Once level we recycled the gear and the lights went out. The loud vibration continued. I began to struggle with the autopilot before disconnecting it. The autopilot would not maintain altitude or proper pitch attitude. We declared an emergency and began vectors around for the ILS approach. Just prior to base vector the amber FWD ACCESSORY DOOR came on. On the approach with flaps at 40 and gear down at around 140 to 150 KTS the vibration seemed to subside to about 30% of what it was. When I was taxing in I started to slide in the turn; braking on fresh snow covered taxiway was poor to nil. I got a hard over with the steering as we slid toward the edge lighting. We shut down and got a tug to tow us in where we were met Maintenance.

Data retrieved from NASA's ASRS site as of April 2012 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.