AN MD80 EXPERIENCED A R ENG FAILURE AFTER TKOF. THE CREW DECLARED AN EMER AND RETURNED TO LAND.

Narrative

CLBING OUT OF 5000 FT WE NOTICED THE NOSE GEAR LIGHT WAS RED. I WAS THE PLT NOT FLYING SO I REACHED FOR MY CHKLIST. (NOSE GEAR PIN WAS RETRACTED.) WE NOTICED THE RED LIGHT WENT OUT AT 7000 FT AND THEN HEARD A VERY LOUD BANG. THE R ENG HAD FAILED. I DECLARED AN EMER AND ASKED FOR RWY 25R AS BRIEFED BEFORE TKOF. I RAN THE PROPER CHKLIST; BRIEFED THE FLT ATTENDANT FOR A 10 MIN FLT (TEST) AND LANDED. I HAD ARFF CHK US OVER AFTER CLRING THE RWY (YOU LOOK GOOD NO SMOKE) AND TAXIED TO THE GATE. GREAT JOB BY MY CREW; ATC; AND ARFF. I HAD TO RESET THE APU GENERATOR IN ORDER TO GET IT ONLINE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS R MOUNTED ENG WAS ABOUT 2 WEEKS OLD AND HAD COMPLETED 52 CYCLES WHEN THE TURBINE FAILED. THE COMPRESSOR SECTION SHOWED NO SIGNS OF DAMAGE. ANOTHER CONCERN BY THIS PLT WAS HIS COMPANY'S UNCONCERN FOR HIS CREW'S PHYSICAL AND MENTAL STATE. THE CREW MEMBERS WERE IMMEDIATELY RESCHEDULED FOR A DEADHEAD FOLLOWED BY ANOTHER FLT WHEN THEY WERE EMOTIONALLY EXHAUSTED FROM THE ENG OUT EXPERIENCE. HE STATED THE ENTIRE EVENT WAS NOT A TEXT BOOK OP BECAUSE OF THE CONFUSION ABOUT THE UNSAFE NOSE GEAR'S CONNECTION TO THE ENG FAILURE AND THE QUICK RETURN TO THE FIELD. ADDITIONALLY; A CONCERN FOR THIS RPTR FOLLOWING THE ENG FAILURE WAS A TRIPPED APU GENERATOR BREAKER. HE HAD TO MANUALLY CLOSE THE BREAKER AFTER IT DID NOT PICK UP THAT SHEDDED LOAD AS EXPECTED. THIS IS AN ABNORMALITY THAT'S HAPPENING FREQUENTLY DURING APU GND AND INFLT STARTS AT HIS ACR. HE FURTHER STATED HIS COMPANY WANTS SINGLE ENG TAXI FOR TKOF ON THE L ENG ONLY; STARTING THE R ENG 5 MINUTES PRIOR TO DEP. HE BELIEVES SOME ENGS ARE NOT GETTING THEIR FULL WARM UP AND THEREFORE; HAVE TKOF POWER APPLIED AT RELATIVELY COOLER ENG COMPONENT TEMPS. ADDITIONAL INFO FROM ACN 652294: THE CAUSE WAS STATED TO BE TURBINE FAILURE.