A B737-200 ENG FAILED AT 500 FT AFTER TKOF. THE CREW DECLARED AN EMER AND RETURNED TO LAND; STOPPING WITH THE NOSEWHEEL OFF THE RWY END.

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DUE TO LATE INBND ARR; I ARRIVED AT THE ACFT FOR FLT THIRTY MINUTES PRIOR TO DEP. I FOUND A PANEL THAT NEEDED TO BE REPAIRED ON WALKAROUND. MAINT REPAIRED PANEL AND THE REST OF THE PREFLT WAS NORMAL. WE PUSHED BACK FROM THE GATE 10 MINUTES LATE. WHILE STARTING THE #2 ENG IT WAS NOTED THAT IT WAS SLOW TO REACH 17% N2. ALL OTHER INDICATIONS WERE NORMAL ON START; TAXI-OUT AND TKOF. AT 80 KTS ON THE TKOF ROLL; ALL ENG INDICATIONS WERE NORMAL. ALL WAS NORMAL WITH LIFTOFF AND GEAR RETRACTION. AT APPROX 500 FT AGL; THE #2 ENG QUIT FOR NO APPARENT REASON. THE CAPT CTLED THE ACFT AND CONTINUED TO FLY THE ACFT WHILE I DECLARED AN EMER AND REQUESTED A RETURN TO THE ARPT. UPON REACHING 1000 FT AGL THE CAPT CALLED FOR 'ALT HOLD 180 KTS.' ONCE WE ACCELERATED; HE CALLED FOR 'LVL CHANGE; 180 KTS.' ATC SWITCHED US TO APCH CTL. THEY GAVE US A TURN; BUT I REQUESTED RWY HDG; AND ATC ASSIGNED 4000 FT. ATC OFFERED US 2000 FT. WE WERE ALREADY AT 2300 FT; SO ATC GAVE US 2500 FT AND A TURN FOR A XWIND LEG. THE ACFT WAS ESTABLISHED ON THE XWIND LEG WHEN I GOT OUT THE ENG FAILURE CHKLIST. STARTING THE ENG FAILURE CHKLIST; THE CAPT ENGAGED THE AUTOPLT; BROUGHT THE APU BUS ONLINE; AND SPOKE WITH THE FLT ATTENDANTS. I THEN MADE AN ANNOUNCEMENT TO THE PAX REASSURING THEM AND INDICATING A RETURN TO THE ARPT; AND GAVE ATC THE PAX AND FUEL AND NO HAZARD MATERIAL ON BOARD. THE CAPT AND I DISCUSSED A RESTART BUT DECIDED AGAINST IT. WE WONDERED ABOUT FUEL CONTAMINATION AND BECAME CONCERNED WITH #1 ENG. CAPT TOOK THE RADIOS AND I CONTINUED THE ENG FAILURE CHKLIST. ON DOWNWIND WE ENCOUNTERED MODERATE TURB. THE CAPT QUERIED ATC TO SEE IF WE WERE IN SOMEONE'S WAKE TURB. THE CTLR SAID NO. WITH THE TURB AND ONE ENG; THE AUTOPLT WAS NOT DOING A GOOD JOB. AT ONE POINT THE AUTOPLT HAD US IN A STEEPER THAN DESIRED BANK ANGLE SO THE CAPT ELECTED TO HAND FLY. I FINISHED THE ENG FAILURE CHKLIST AND MOVED ON TO THE SINGLE ENG LNDG CHKLIST. I DID CONTINUALLY MONITOR THE ACFT CTL AND MADE CALLOUTS AS THE TURB WAS MODERATE AND THE ACFT WAS BEING TOSSED AROUND QUITE A BIT. WE HAD A FAIRLY QUICK TRIP AROUND THE PATTERN SO I WOUND UP DOING THE DSCNT APCH AND LNDG CHKLIST WITHOUT SEEKING CONFIRMATION FROM THE CAPT. I CONFIRMED GEAR DOWN; FLAP INHIBIT SWITCH; FLAPS 15; AND SPD BRAKE ARMED. THE AUTOBRAKES WERE SET TO MED. WE CONTINUED TO ENCOUNTER MODERATE TURB ON FINAL APCH; HOWEVER; THE CAPT HAD THE ACFT UNDER CTL AND WE WERE CONTINUALLY CORRECTING TO GET THE ACFT ON SPD AND TO KEEP IT ON GLIDE SLOPE AND LOCALIZER. UPON BREAKING OUT OF THE WX; I OBSERVED WE WERE LEFT OF THE RWY AND SLIGHTLY FAST; BUT UNDER CTL AND CORRECTING. AT APPROX 100 FT; I SWITCHED THE AUTOBRAKES TO MAX. WE TOUCHED DOWN SLIGHTLY LONG AND FAST. THE SPEEDBRAKES DEPLOYED AND I MADE THE CALL. THE AUTOBRAKE INOP LIGHT ILLUMINATED AND I CALLED 'AUTOBRAKES DISARMED.' WHEN IT BECAME APPARENT THAT THE ACFT MIGHT POSSIBLY NOT STOP ON THE RWY; I APPLIED MAX BRAKING ALONG WITH THE CAPT. THE WX AT THE TIME OF LNDG WAS A STRONG XWIND AND MODERATE RAIN. WE CAME TO A STOP WITH OUR NOSE GEAR JUST OFF THE END OF THE RWY. WE CONFIRMED THAT THERE WERE NO INJURIES IN THE BACK OF THE ACFT AND COORDINATED WITH EMER PERSONNEL. THE AFTER-LNDG CHKLIST WAS ACCOMPLISHED. AFTER COORDINATING WITH THE COMPANY AND EMER PERSONNEL; WE COMPLETED THE CHKLIST; PULLED THE APPROPRIATE CB'S; AND WROTE UP THE ENG FAILURE AND OVERWEIGHT LNDG IN THE LOGBOOK. AFTER MORE COORDINATION; WE COMPLETED THE SHUTDOWN CHKLIST AND EXITED THE ACFT.