R COWLING BECAME LOOSE AFTER TKOF CAUSING AIRFRAME VIBRATION. UNABLE TO CONTACT TWR DUE TO XMITTER PROB; PLT CONTINUED ON DOWNWIND WHEREUPON AN ALERT TWR OPERATOR SUSPECTED PROBS AND CLRED HIM FOR AN UNEVENTFUL LNDG.

Narrative

SHORTLY AFTER TKOF ON RWY 33 AT BUR; I NOTICED AN UNUSUAL AIRFRAME VIBRATION (AROUND 75-100 FT VERT); WHILE IN A L 30 DEG ANGLE OF BANK TURN; PASSING THROUGH 1500 FT MSL. AS IT WAS STILL DARK; I WAS UNABLE TO SEE MUCH OUTSIDE THE COCKPIT. I LEVELED THE WINGS AND UPON BEING ABLE TO SEE THE SILHOUETTE OF THE R ENG AGAINST THE CITY LIGHTS BELOW; NOTED THAT THE R ENG COWLING WAS OPEN OR LOOSE AND MOVING VIGOROUSLY IN THE SLIPSTREAM. I IMMEDIATELY REDUCED PWR AND LEVELED THE ACFT. THIS STOPPED THE COWLING FROM MOVING. I WAS ROUGHLY ON A DOWNWIND FOR RWY 33 AT THIS TIME AND LOWERED THE GEAR AND COMPLETED LNDG CHKS. AT THIS TIME I ALSO EXPERIENCED XMITTER DIFFICULTIES. THE HEADS-UP TWR CTLR SUSPECTED A PROB AND CLRED ME TO LAND ON RWY 33. LNDG WAS UNEVENTFUL; HOWEVER; ON ROLLOUT AS I APPLIED REVERSE THRUST; THE COWLING AGAIN BEGAN TO MOVE VIGOROUSLY. I CAME OUT OF REVERSE AND COASTED TO THE END OF THE RWY; APPLYING GENTLE BRAKING. THE COWLING WAS STILL ATTACHED AND NOT MOVING AT IDLE PWR; SO I TAXIED BACK TO THE HANGAR. UPON SHUTDOWN; THE GND CREW NOTED A SIGNIFICANT FUEL LEAK FROM A LINE WHICH HAD BEEN CUT BY THE FLAPPING MOTION OF THE COWLING; WHICH COULD HAVE RESULTED IN AN ENG FIRE AT ANY STAGE OF THE FLT. WHILE CLOSING THE COWLING ON PREFLT; I MAY HAVE BEEN DISTR BY THE FUELER ASKING FOR VERIFICATION OF THE AMOUNT ON THE R SIDE WHILE CLOSING THE LATCH. ALSO; I HAD A SMALL DEG OF DIFFICULTY CATCHING THE FORWARD LATCH AND SUSPECT THAT THE COMBINATION RESULTED IN NOT ENSURING THE AFT LATCH HOOK WAS PROPERLY ENGAGED. OLDER AND WISER; I NOW ENSURE MULTIPLE INSPECTION OF ALL LATCHES OPENED AND/OR CLOSED ON PREFLT.