BE20 CREW MISTAKENLY BELIEVES THEIR #2 ENG FAILED AFTER TKOF. ACCORDING TO THE RPTR; THE APPARENT LOSS WAS CAUSED BY A FAILURE OF THE POWER LEVEL FRICTION LOCK.

Narrative

SHORTLY AFTER LIFTOFF AND RAISING GEAR; THE R ENG APPEARED TO HAVE FAILED. ACFT JERKED TO THE R; AIRSPD DETERIORATED AND IT APPEARED AUTO-FEATHER HAD FAILED. I LOWERED NOSE TO 121 KTS (VYSE) AND MANUALLY FEATHERED THE ENG. WE STABILIZED A SINGLE-ENG CLB AT 600 FPM AND MADE A RETURN IN THE PATTERN. COPLT DECLARED THE PROB TO ATC; WHO CLRED US FOR LNDG AND ADVISED THEY WERE ROLLING EMER TRUCKS. IN THE DOWNWIND; I NOTICED THE R THROTTLE WAS NEAR IDLE. I DECIDED NOT TO TROUBLESHOOT FURTHER (BECAUSE WE WERE STABILIZED) AND RISK WORSENING THE SIT. I ALSO NOTICED THE R ENG WAS RUNNING FINE WITH NO ABNORMAL GAUGE INDICATIONS. ON THE GND AFTER SHUTDOWN; WE REALIZED THAT THE FRICTION LOCK WAS NOT TIGHT ENOUGH AND THE RETURN SPRING HAD CHOPPED THE PWR TO IDLE. I LATER FOUND OUT OTHER PLTS HAD THE SAME PROB WITH THE SAME AIRPLANE; THOUGH NO ONE HAD EVER MENTIONED IT. LESSONS LEARNED: 1) ENSURE FRICTION LOCKS ARE SNUG; 2) HAVE COPLT GUARD THE THROTTLE LEVERS TO PREVENT THIS WHEN PF RAISES THE GEAR; THUS REMOVING HIS HAND FROM THE LEVERS; 3) IN THE EVENT OF ENG FAILURE; ENSURE BOTH LEVERS ARE FORWARD; PARTICULARLY IF THE GEAR WARNING HORN IS ACTIVATED (AS IT WAS IN THIS CASE); 4) ENSURE ALL PLTS OPERATING ACFT WITH KNOWN SAFETY RELATED PROBS ARE WELL BRIEFED ON THE PARTICULAR ACFT'S PECULIARITIES.