A MD80 Crew reported an engine failure at 2;300 FT after takeoff. The crew declared an emergency and diverted to a nearby airport with long runways per their pre-takeoff briefing.
Synopsis
A MD80 Crew reported an engine failure at 2;300 FT after takeoff. The crew declared an emergency and diverted to a nearby airport with long runways per their pre-takeoff briefing.
Narrative
Clear skies and light winds at departure. Captain was the pilot flying while I was the pilot monitoring. Airport configuration was with departures on Runway XX. [We were] cleared to taxi to Runway XX for departure. I requested a new ATIS via ACARS while taxiing away from the ramp area. At this time the closeout came over the printer and the takeoff weight came in 1900 LBS over the plan. A new weight and balance was requested via ACARS for takeoff on Runway XX. Reported winds on the ATIS were 200 at 5 KTS. The tailwind for Runway XX was noted and the new TPS was checked for maximum tailwind allowed. A 1060 LB penalty per knot of tailwind was noted and we were legal for takeoff on Runway XX up to maximum 10 knot tailwind component aircraft limitation. The tailwind was considerably less than 10 KTS and we set up for a maximum power takeoff. [We had a] normal takeoff on Runway XX with a turn to heading 359. Contacted Departure Control and immediately cleared to 15000 FT. At approximately 2300 FT we experienced a loud bang along with a quick; solid bump. I noticed N1 and N2 both at zero and called out 'engine failure; left engine.' I declared an emergency with ATC and requested vectors to a nearby airport with long runways per the Captain's takeoff brief. We were told to maintain current altitude (2300). Captain flew the aircraft and talked with ATC as I began QRH procedures for Engine Fire/Damage/Separation. Completed this checklist while coordinating with the Captain to the point of bugs set for landing. At this point I saw we were approximately 3-4 miles out for landing and made the decision to complete the mechanical landing checklist and stay 'with the Captain' the remainder of the flight. There was some confusion as to which Tower frequency we should be on and I confirmed approximately a 1-2 mile final that we were indeed cleared to land at the diversion airport. Landed via visual approach and cleared the runway. [I] coordinated with Airfield Rescue and Fire Fighters as Captain made a PA to the passengers. Airfield Rescue and Fire Fighters confirmed no sign of damage or fire to the left engine. After some coordination with the company; a taxi to gate was accomplished. Time from takeoff to landing was 7 minutes; landed approximately 5 minutes after engine failure occurred. I was mainly involved in checklists throughout the brief flight but felt very in touch with everything that was going on in the cockpit (ATC; Flight Attendant brief; passengers; etc). I thought the Captain did an outstanding job handling all these responsibilities.
Second reporter narrative
This was leg 2 of 4/2 day trip. Captain and First Officer have flown together numerous times. Captain was pilot flying. We flew the aircraft in and kept aircraft for return. We also had same Flight Attendants in and out. During the 1 hour ground time; I did preflight paperwork while First Officer did walk around. We had a FMA light writeup on inbound flight which maintenance took care of as well. Weather was CAVU. [We had a] normal taxi out. I briefed a maximum power takeoff with tailwind noted and the long runways at a nearby airport an emergency return. We were given takeoff clearance with traffic on a 6 mile final. [We] made a normal takeoff. Shortly thereafter a loud bang with a solid thump was heard and felt. First Officer noted that left engine failed. I saw left EGT above red-line; around 780 C and called for severe damage checklist and took over radio duties. While First Officer started checklist I had cabin interphone up and heard the Flight Attendants talking about the noise and thud. We were given a left turn toward the diversion airport and I made a quick PA to passengers and Flight Attendants to reassure and advise them of an immediate landing. I called the Flight Attendants on interphone and briefed test items advising an immediate landing and no planned evacuation. I proceeded at 2300-2500 FT with slats out since landing runway was in sight. First Officer continued the checklist and I verified throttle; fuel control and fire handle at each step of the checklist. EGT reduced immediately after fuel was cutoff. I was given frequency change to Tower and asked if I had a heavy on final in sight. Initially I did not; but later acquired and advised Tower. During this time the Flight Attendants were talking on interphone advising what they felt; saw and smelled. Reports indicated no smoke or fire from left engine; no smoke in cabin and the interior was of fuselage was not hot to the touch. I briefed Flight Attendants in during the crew brief that I listened to PA's and interphone so if we had a problem they could talk and I would listen but may not be able to respond to them; but I would be aware to what they were saying. I asked Tower to call Company to advise. I made another PA to advise the passengers that we would be landing in a few minutes and after clearing the runway we will have the rescue trucks inspect the engine and that we will remain seated unless directed otherwise. We were cleared visual and given a frequency change to Tower. I made initial call to new frequency and it went unanswered. I then doubted whether I copied the frequency correctly and it was then that my First Officer had finished applicable emergency checklist given our time constraint and relative position to landing runway and came back to take radio and work the normal checklists. First Officer got landing clearance from the North Tower; finished landing checklists. I made another PA to the cabin after we stopped reminding everyone to remain seated while the left engine is inspected. Tower gave us a frequency for the Fire Chief and he asked us what the problem was and whether the engine was shutdown. He inspected the engine from a distance and said it looked OK. I asked about smoke or any indication that would preclude us to taxi to a gate and he confirmed that the engine looked good and would follow us to the gate. We received clearance to cross Runway XX and taxi to the pad. We parked the brakes 27 minutes after brake release at our departure airport. The coordination with diversion ATC was not as good as I had hoped it would be between the frequency change; short final and not having the Fire Chief up on Tower frequency so that we could talk immediately to him and he to us; I believe that this was the only real frustration operationally of the event. My First Officer did an excellent job in a very busy compacted time frame. Ran the checklists efficiently and kept me in the loop throughout. My Flight Attendants did an excellent job of telling me about the condition of the cabin.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.