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.

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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.