AN ACR B737-200 FLC HAS THE #2 ENG EXPLODE DURING GEAR RETRACTION. THE EXPLOSION WAS CONTAINED AND THE ACFT RETURNED AND LANDED SAFELY.

Narrative

AFTER TKOF; WHILE GEAR WAS RETRACTING; THE #2 ENG HAD AN EXPLOSION FOLLOWED BY EXTREME VIBRATION. I WAS THE PF AND CONTINUED TO CLB AND ACCELERATED STRAIGHT AHEAD. THE FO DECLARED AN EMER; AND COMPLETED ALL CHKLISTS. WE LEVELED OFF AT 2000 FT AND RETURNED TO LAND ON RWY 35 AT LIMUE. I SHUT DOWN THE #2 ENG AFTER LNDG. FIRE RESCUE CHKED THE ACFT EXTERIOR. WE TAXIED BACK TO THE GATE AND DISEMBARKED THE PAX. DURING CLBOUT AFTER ENG FAILURE; THE ACFT CLBED AND ACCELERATED MUCH SLOWER THAN EXPECTED. I OVERBOOSTED #1 ENG TO INCREASE PERFORMANCE. CRM -- I WAS ABLE TO BRIEF THE FIRST CABIN ATTENDANT WHO WAS ABLE TO BRIEF THE PAX AND PREPARE THE CABIN. OVERALL SUCCESS OF THIS EMER IS DIRECTLY ATTRIBUTABLE TO EFFECTIVE CRM TECHNIQUES. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAID THAT THE B737-200 WOULD NOT ACCELERATE OR CLB ABOVE 500 FT UNTIL HE ADVANCED THE THRUST LEVER ON THE #1 ENG TO MAX TRAVEL. THESE WERE JT8D-9 ENGS. THE ACFT STILL HAD THE FLAPS AT 5 DEGS FROM TKOF AND THE #2 ENG HAD FAILED AT 300 FT. THE FO; THE CABIN ATTENDANTS AND THE PAX ALL COMMENTED ON THE POOR PERFORMANCE OF THE ACFT ON 1 ENG ACCORDING TO THE RPTR. DURING THE POSTFLT INSPECTION THE RPTR NOTED THAT THE #2 ENG APPEARED TO BE MISSING THE LAST 1/3 OF THE ENG INTERIOR. HE SAID IT WAS NOT AN UNCONTAINED FAILURE SINCE MOST OF THE PARTS WENT OUT OF THE TAIL PIPE. THE OVERBOOSTED #1 ENG WAS CHKED AND RETURNED TO SVC. THE RPTR SAID THAT HE DOES NOT KNOW WHAT CAUSED THE #2 ENG FAILURE. HE SAID THAT BOTH ENGS CAME FROM THE SAME SUPPLIER AND THE CONTRACT MAINT ORGANIZATION USED BY HIS COMPANY DOES ALL OF THE ENG MAINT NOW.