AN MD83; IMMEDIATELY AFTER TKOF; DECLARED AN EMER AND RETURNED TO THE FIELD DUE TO #1 ENG UNCONTAINED FAILURE.

Narrative

TKOF FROM LAS RWY 25R; FLAPS 4 DEGS AT APPROX 137500 LBS. 'NORMAL' PWR AND TEMP INDICATIONS AFTER PWR WAS SET. DURING TKOF 'TAIL COMPARTMENT TEMP HIGH' LIGHT (RED ANNUNCIATION) WHICH WAS CLRED BY CLOSING THE L XFEED VALVE; BUT NOT SURE (STILL) WHY LIGHT CAME ON (MAY BE UNRELATED TO FOLLOWING). WHEN GEAR RAISED; A HUMMING SOUND NOT EXPECTED OR UNDERSTOOD BY THE CREW. THEN TREMENDOUS VIBRATION FOLLOWED BY ENG FAILURE (L). THE NATURE OF THE FAILURE; COMPLETELY DIFFERENT FROM ANYTHING THE SIMULATOR CAN PREPARE ONE TO EXPECT (VIBRATION NOISE); MADE THE CREW WONDER WHAT DAMAGE MIGHT HAVE OCCURRED TO OUR ACFT. WE TURNED DOWN AN OFFER FOR A VERY CLOSE IN RWY (RWY 19L) AS IT BECAME APPARENT THAT THE CONDITION HAD STABILIZED AND WE WANTED TIME TO READ CHKLISTS AND PROPERLY PREPARE FOR OUR SINGLE ENG LNDG. (A NORMAL DOWNWIND WAS ADEQUATE FOR THIS PREPARATION -- BOTH CABIN AND COCKPIT.) THE LEAD FLT ATTENDANT HAD COME FORWARD TO ASK HOW TO PREPARE THE CABIN (FOR EMER OR PRECAUTIONARY LNDG). I ADVISED HER TO PREPARE FOR AN EMER LNDG; SINCE AT THAT POINT I WASN'T SURE THAT THE SIT WITH REGARD TO ACFT/ENG DAMAGE HAD STABILIZED. AFTER A VERY NORMAL APCH (THOUGH WITH 1 ENG) AND ASSURANCES ON THE PA TO THE CABIN THAT ALL WAS UNDER CTL; THE FO MADE AN EXCELLENT LNDG AND WE ASSURED THE GND EQUIP CREWS THAT THERE WAS NO FIRE; ETC; AND WE WOULD TAXI TO OUR GATE. INSPECTION OF THE ENG REVEALED A LARGE HOLE IN THE COWLING INDICATING AN UNCONTAINED FAILURE OF THE TURBINE SECTION OF THE ENG.