BE02 CREW IS FORCED TO SHUT DOWN #2 ENG.

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ROSWELL TO DALLAS FORT WORTH. PASSING 1500 FT AGL (5000 FT MSL); SET CLB PWR PER COMPANY PROCS AT CAPT CALL 'FOR AFTER TKOF CHKLIST'. FO OBSERVED INCREASING OIL TEMP AND DECREASING PRESSURE ON #2 ENG. CALLED THESE TRENDS TO THE CAPT'S ATTN. MONITORED GAUGES; NOTED WITHIN 1 MIN'S TIME THAT OIL TEMP 'RED-LINED' AT 110 DEGS C; OIL PRESSURE DROPPED TO 60 PSI; AND TORQUE DECREASED FROM 3700 FT LBS TO 3000 FT LBS. MASTER WARNING; OIL PRESSURE LOW ANNUNCIATOR ILLUMINATED BRIEFLY JUST AS CAPT REDUCED PWR TO IDLE ON THE #2 ENG. WE PROCEEDED TO COMPLETE MEMORY ITEMS; DECLARED EMER; RAN ALL APPROPRIATE CHKLISTS; INFORMED PAX; RETURNED AND LANDED WITHOUT INCIDENT. THE #2 ENG HAD BEEN RUNNING ABOUT 20 DEGS HOTTER THAN THE L AND BURNING ABOUT 20 LBS/HR MORE OF FUEL FOR ABOUT 2-3 WKS AS THE ENG TRENDS (DONE DAILY) IN OUR ACFT FLT MAINT LOG SHOWS FOR PREVIOUS ENG TRENDS DONE. ON TKOF AFTER THE INCIDENT HAPPENED; THE FO AND I TALKED ABOUT IT AND ON TKOF WHILE ADDING PWR THE R ENG SEEMED TO DEVELOP PWR SLIGHTLY SLOWER THAN THE L AND PROP RPM WAS SLIGHTLY LOWER THAN IT HAD BEEN ON PREVIOUS FLT; APPROX 25 RPM; BECAUSE EARLIER WE HAD TO PULL THE R PROP BACK TO SYNC WITH THE L ONE; AND THIS TIME WE HAD TO PULL THE L PROP BACK TO SYNC WITH THE R ONE; BUT EVERYTHING WAS WITHIN TRANSIENT LIMITS. I TOLD THE FO GOOD JOB FOR CATCHING THE PROB. HE TOLD ME GOOD JOB FOR KEEPING THE FLT A NORMAL FLT AND NORMAL LNDG. ALSO AFTERWARDS; THE PROP WOULD HARDLY SPIN WHEN ROTATED BY HAND; INDICATING A PROB WITH THE GEAR BOX; POSSIBLY.