Narrative:

Flight en route from ord to clt was an originating flight and was preflted by first officer. No discrepancies were noted. The aircraft was loaded with 16000#, 27 passenger and 6 crew members. Takeoff gross weight was 89251.75, allowable takeoff gross weight 112000. Aircraft departed ord runway 27L. Captain was flying and used a full power takeoff procedure. Takeoff run was normal with crew accomplishing their duties, ie, callouts and scans. All appeared normal. Shortly after lift off, approximately 2 seconds after captain called for gear up, 2 explosions were heard. Captain and first officer described the explosions were heard. Captain and first officer described the explosions as similar to compressor stalls. First officer called out an engine problem. Captain then noted the #2 throttle/reverser lever was retarded in a manner that appeared #2 thrust reverser had deployed. Captain indicated there was considerable vibrations and the aircraft wanted to roll left. Captain pushed up the power on #1 engine and called for a shut down of #2 engine. First officer noted that the thrust reverser lights were on (#2) as he attempted to move the #2 start lever to cut off. He encountered difficulty moving the start lever. Coincidentally with these actions the tower had seen that flight had a problem and cleared captain to land on any runway. Captain indicated that he was in a left bank and since he was closest to runway 4R, he elected to land on that runway. Vibrations and moderately severe rolling to left continued as the aircraft was on base turning to final. It was at this point first officer indicated he was able to turn the #2 start lever to cut off. Noises were being omitted that led captain to believe #1 engine was about to have a problem. Captain selected gear down and called for the flaps to 15. He noticed he was high and indicated 180-190 KTS. It was after the aircraft had been stopped on the runway that it was noted that the flaps had only reached the 5 position. Captain continued approach (visibility) at 180 KTS, some speed bleeding off on flare. Captain applied reverse thrust on #1, braking and also noted that he had lost nose wheel steering as the speed decreased. After stopping captain noted both a system and the right B system hydraulic low pressure lights had illuminated. It was at this point someone on the radio said fuel was leaking. First officer requested to pull the t-handle. Captain misunderstood this request as though it was to fire the extinguisher. Captain then pulled the t-handle. On #2 engine, thereby cutting off fuel and holding on discharge of the extinguishing agent. First officer then opened his sliding window and verified to captain that the engine was gone from the aircraft and some damage was apparent. Captain then sent first officer back to cabin to check the situation. He reported back with assessment of damage. Captain then heard a radio report from another aircraft that he should be evacuating. Ord tower told this aircraft to be quiet. Captain considered field conditions, ie, wind and other aspects of the situation re: safety, and decided they did not warrant an emergency evacuate/evacuation. Captain then informed the F/a's there would be no emergency evacuate/evacuation. Fire trucks were converging on the scene and busses and passenger loading ramps were requested to deplane passenger. The response by emergency equipment was excellent approximately 5 mins after request, equipment arrived and passenger were deplaned.

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Original NASA ASRS Text

Title: RIGHT ENGINE ON ACR MLG SEPARATED FROM ACFT DURING INITIAL CLIMB. FLT CREW INDICATED THE NOISE ASSOCIATED SOUNDED LIKE A COMPRESSOR STALL.

Narrative: FLT ENRTE FROM ORD TO CLT WAS AN ORIGINATING FLT AND WAS PREFLTED BY F/O. NO DISCREPANCIES WERE NOTED. THE ACFT WAS LOADED WITH 16000#, 27 PAX AND 6 CREW MEMBERS. TKOF GROSS WT WAS 89251.75, ALLOWABLE TKOF GROSS WT 112000. ACFT DEPARTED ORD RWY 27L. CAPT WAS FLYING AND USED A FULL PWR TKOF PROC. TKOF RUN WAS NORMAL WITH CREW ACCOMPLISHING THEIR DUTIES, IE, CALLOUTS AND SCANS. ALL APPEARED NORMAL. SHORTLY AFTER LIFT OFF, APPROX 2 SECS AFTER CAPT CALLED FOR GEAR UP, 2 EXPLOSIONS WERE HEARD. CAPT AND F/O DESCRIBED THE EXPLOSIONS WERE HEARD. CAPT AND F/O DESCRIBED THE EXPLOSIONS AS SIMILAR TO COMPRESSOR STALLS. F/O CALLED OUT AN ENG PROB. CAPT THEN NOTED THE #2 THROTTLE/REVERSER LEVER WAS RETARDED IN A MANNER THAT APPEARED #2 THRUST REVERSER HAD DEPLOYED. CAPT INDICATED THERE WAS CONSIDERABLE VIBRATIONS AND THE ACFT WANTED TO ROLL LEFT. CAPT PUSHED UP THE PWR ON #1 ENG AND CALLED FOR A SHUT DOWN OF #2 ENG. F/O NOTED THAT THE THRUST REVERSER LIGHTS WERE ON (#2) AS HE ATTEMPTED TO MOVE THE #2 START LEVER TO CUT OFF. HE ENCOUNTERED DIFFICULTY MOVING THE START LEVER. COINCIDENTALLY WITH THESE ACTIONS THE TWR HAD SEEN THAT FLT HAD A PROB AND CLRED CAPT TO LAND ON ANY RWY. CAPT INDICATED THAT HE WAS IN A LEFT BANK AND SINCE HE WAS CLOSEST TO RWY 4R, HE ELECTED TO LAND ON THAT RWY. VIBRATIONS AND MODERATELY SEVERE ROLLING TO LEFT CONTINUED AS THE ACFT WAS ON BASE TURNING TO FINAL. IT WAS AT THIS POINT F/O INDICATED HE WAS ABLE TO TURN THE #2 START LEVER TO CUT OFF. NOISES WERE BEING OMITTED THAT LED CAPT TO BELIEVE #1 ENG WAS ABOUT TO HAVE A PROB. CAPT SELECTED GEAR DOWN AND CALLED FOR THE FLAPS TO 15. HE NOTICED HE WAS HIGH AND INDICATED 180-190 KTS. IT WAS AFTER THE ACFT HAD BEEN STOPPED ON THE RWY THAT IT WAS NOTED THAT THE FLAPS HAD ONLY REACHED THE 5 POS. CAPT CONTINUED APCH (VIS) AT 180 KTS, SOME SPD BLEEDING OFF ON FLARE. CAPT APPLIED REVERSE THRUST ON #1, BRAKING AND ALSO NOTED THAT HE HAD LOST NOSE WHEEL STEERING AS THE SPD DECREASED. AFTER STOPPING CAPT NOTED BOTH A SYS AND THE RIGHT B SYS HYD LOW PRESSURE LIGHTS HAD ILLUMINATED. IT WAS AT THIS POINT SOMEONE ON THE RADIO SAID FUEL WAS LEAKING. F/O REQUESTED TO PULL THE T-HANDLE. CAPT MISUNDERSTOOD THIS REQUEST AS THOUGH IT WAS TO FIRE THE EXTINGUISHER. CAPT THEN PULLED THE T-HANDLE. ON #2 ENG, THEREBY CUTTING OFF FUEL AND HOLDING ON DISCHARGE OF THE EXTINGUISHING AGENT. F/O THEN OPENED HIS SLIDING WINDOW AND VERIFIED TO CAPT THAT THE ENG WAS GONE FROM THE ACFT AND SOME DAMAGE WAS APPARENT. CAPT THEN SENT F/O BACK TO CABIN TO CHK THE SITUATION. HE RPTED BACK WITH ASSESSMENT OF DAMAGE. CAPT THEN HEARD A RADIO RPT FROM ANOTHER ACFT THAT HE SHOULD BE EVACUATING. ORD TWR TOLD THIS ACFT TO BE QUIET. CAPT CONSIDERED FIELD CONDITIONS, IE, WIND AND OTHER ASPECTS OF THE SITUATION RE: SAFETY, AND DECIDED THEY DID NOT WARRANT AN EMER EVAC. CAPT THEN INFORMED THE F/A'S THERE WOULD BE NO EMER EVAC. FIRE TRUCKS WERE CONVERGING ON THE SCENE AND BUSSES AND PAX LOADING RAMPS WERE REQUESTED TO DEPLANE PAX. THE RESPONSE BY EMER EQUIP WAS EXCELLENT APPROX 5 MINS AFTER REQUEST, EQUIP ARRIVED AND PAX WERE DEPLANED.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.