BE10 DEP EXPERIENCED ENG FAILURE AND INITIATED TURN TOWARDS ZZZ PRIOR TO RECEIVING CLRNC FROM APCH.

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WHILE CLBING TO AN ASSIGNED ALT OF 4000 FT MSL (ABOUT 3900 FT) AND A HDG OF 280 DEGS BY APCH; I HEARD 3 SHARP RPTS OR BANGS COMING FROM THE R SIDE OF THE AIRPLANE; AND NOTICED 'R FUEL PRESSURE' LIGHTS AND 'R GENERATOR' CAUTION LIGHTS LIGHT UP ALONG WITH THE MASTER WARNING LIGHT. MY AIRSPD AT THE TIME WAS 160 KTS. WE DECLARED AN EMER AND TOLD APCH 'WE ARE HEADING BACK TO ZZZ.' THE ARPT JUST MINS BEFORE WE HAD DEPARTED. WHILE FLYING THE ASSIGNED HDG; APCH DID NOT ACKNOWLEDGE OUR EMER AND THE RADIO COM SOUNDED LIKE NORMAL VECTORS AND ASSIGNMENT TO OTHER ACFT. AFTER A FEW SECONDS OF DISBELIEF; WHEN APCH DID NOT ACKNOWLEDGE THE RADIO XMISSION; I BEGAN TO RETURN TO ZZZ. AT THIS TIME WE WERE APPROX 7 MI NW OF ZZZ1; 4 MI E OF ZZZ2; AND 5 MI W OF ZZZ. DUE TO AN ENG FAILURE OF THE R SIDE OF THE AIRPLANE; I BEGAN A GENTLE BANK TO THE R AND I LOST 500 FT ALT TO KEEP MY AIRSPD UP ABOVE 150 KTS. AFTER LEVELING AT 3500 FT AND INDICATING 180 KTS ON A HDG OF 360 DEGS; APCH WANTED TO KNOW; 'KING AIR XXX; ARE YOU ON AN ASSIGNED HDG OF 280 DEGS AT 4000 FT?' I SAID; 'NO; WE ARE HDG N; I DECLARED AN EMER; WE ARE GOING BACK TO ZZZ; I LOST MY R ENG.' APCH INFORMED US OF A B737 SETTING UP FOR DOWNWIND OF ZZZ1. I TOLD MY FRIEND FLYING ALONG TO HANDLE THE RADIOS; BECAUSE I DIDN'T HAVE TIME TO 'CHIT-CHAT' TO APCH. I ALSO TOLD HIM JUST AS SOON AS WE SWITCHED TO TWR TO ASK THEM IF THEY WERE AWARE THAT WE WERE HAVING AN EMER. I COULD SEE ZZZ OFF OUR R SIDE AT APPROX 5 MI. I BEGAN TO DSND TO MAINTAIN 180 KTS AND PROCEEDED WITH EMER ENG SHUTDOWN AND FULLY FEATHERED THE R ENG. APCH SWITCHED US OVER TO TWR AND INFORMED US WE WERE OUTSIDE ZZZ AIRSPACE. ON OUR BASE LEG AND APPROX 1500 FT AND 3 MI; I WAS HOLDING 165 KTS AND SELECTED 'APCH FLAPS' AND REQUESTED THE 'TWR TO GRAB THEIR BINOCULARS TO CHK FOR SMOKE COMING FROM THE R SIDE ENG.' FROM A 2 MI FINAL ALL THE WAY UNTIL ABOUT 3/4 MI FINAL; I MAINTAINED A 160 KIAS AIRSPD. AT ABOUT 1/2 MI; I BEGAN TO REDUCE PWR OF THE L ENG AND AT 155 KTS I LOWERED THE GEAR. WHILE XING THE 'NUMBERS' AT 200 FT; I SELECTED 1/2 DEG FLAPS AND MADE A NORMAL LNDG. WE HAD 7 SOULS ON BOARD AND 4 HRS OF FUEL AT THE TIME OF THE EMER. THE KING AIR A100 HAS THE PT6-34 ENG WHICH SUFFERED A CATASTROPHIC ENG FAILURE THAT IS STILL BEING INVESTIGATED. I FLY IN AND OUT OF ZZZ ARPT ON A REGULAR BASIS FOR THE PAST 2 YRS. I HAVE NOTICED IN THE PAST SEVERAL MONTHS; ACFT HANDLING BY APCH INTO AND OUT OF ZZZ OF LATE TO BE VERY SLOPPY AND UNPROFESSIONAL. I HAVE PERSONALLY WITNESSED BEING IGNORED FROM THEM WHILE ON DEP TRYING TO CHK ON AT INITIAL ALTS. RECEIVED VECTORS AROUND THE CLASS B UNDER IFR FLT PLAN FOR 60 MI OFF COURSE. I HAVE EXPERIENCED AND WATCHED FASTER; SOMETIMES HEAVIER; ACFT BEING SEQUENCED BEHIND SLOWER ACFT (IE; GIII VERSUS C172) CAUSING OVER-TASKING OF PLTS; WASTE OF JET FUEL DUE TO GAR; AND OVER-TASKING TWR PERSONNEL AT ZZZ ARPT. IN SHORT; THIS IS A DANGEROUS SITUATION DEVELOPING. SOMETHING MUST BE DONE; AS IT IS DISTRESSING WHEN A PLT; ON IFR FLT PLAN OPERATING IN CLASS B AIRSPACE; IN COM MUST USE FAR 135.19 OR FAR 91.3 TO GET A CTLR'S ATTN. WHAT IF I HELD MY HDG AND ALT? BY THE TIME I RECEIVED PERMISSION TO HEAD BACK TO ZZZ; I WOULD HAVE BEEN RIGHT OVER THE TOP OF ZZZ2 TRYING TO DO A 180 DEG TURN WITH A R DEAD ENG BACK TO ZZZ TO LAND.