Narrative:

Copilot made the takeoff at 1900' with flaps coming up to 5 degree. The #2 engine failed with a loud banging, vibration and other noise. No engine indications showed failure prior to this. Since the copilot was already flying he continued to fly and the captain and second officer shut down #2. The aircraft was kept at 2000' (VFR conditions below the overcast), departure control was contacted and a turn to downwind was initiated. Departure runway was 36L at mem and we told mem we would like a landing on the same runway. The passenger were briefed on the reason for the noise and vibration. The aircraft was kept in VFR conditions and an ILS approach was made to a landing on 36L. The copilot flew the approach and landing and did a very nice job. The landing was smooth and an uneventful arrival at the gate was accomplished. Examination of the engine on the ground showed the engine nose cone had come unattached and had damaged the first stage stator blades. This was the loud banging and vibration. One of the s-tube duct door latches had come loose giving an access door light warning in the cockpit. No fuel was dumped. The takeoff weight was 150,000 pounds which is the maximum landing weight for this aircraft. The crew performed all functions smoothly and the copilot and second officer did a commendable job. Memphis departure and tower operators were very helpful and did everything they could to facilitate the early return of the aircraft.

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Original NASA ASRS Text

Title: ACR LGT INFLT ENGINE SHUTDOWN BECAUSE OF LOUD ENGINE NOISE AND VIBRATION. RETURN LAND.

Narrative: COPLT MADE THE TKOF AT 1900' WITH FLAPS COMING UP TO 5 DEG. THE #2 ENGINE FAILED WITH A LOUD BANGING, VIBRATION AND OTHER NOISE. NO ENGINE INDICATIONS SHOWED FAILURE PRIOR TO THIS. SINCE THE COPLT WAS ALREADY FLYING HE CONTINUED TO FLY AND THE CAPT AND S/O SHUT DOWN #2. THE ACFT WAS KEPT AT 2000' (VFR CONDITIONS BELOW THE OVERCAST), DEP CTL WAS CONTACTED AND A TURN TO DOWNWIND WAS INITIATED. DEP RWY WAS 36L AT MEM AND WE TOLD MEM WE WOULD LIKE A LNDG ON THE SAME RWY. THE PAX WERE BRIEFED ON THE REASON FOR THE NOISE AND VIBRATION. THE ACFT WAS KEPT IN VFR CONDITIONS AND AN ILS APCH WAS MADE TO A LNDG ON 36L. THE COPLT FLEW THE APCH AND LNDG AND DID A VERY NICE JOB. THE LNDG WAS SMOOTH AND AN UNEVENTFUL ARRIVAL AT THE GATE WAS ACCOMPLISHED. EXAMINATION OF THE ENGINE ON THE GND SHOWED THE ENGINE NOSE CONE HAD COME UNATTACHED AND HAD DAMAGED THE FIRST STAGE STATOR BLADES. THIS WAS THE LOUD BANGING AND VIBRATION. ONE OF THE S-TUBE DUCT DOOR LATCHES HAD COME LOOSE GIVING AN ACCESS DOOR LIGHT WARNING IN THE COCKPIT. NO FUEL WAS DUMPED. THE TKOF WEIGHT WAS 150,000 LBS WHICH IS THE MAX LNDG WEIGHT FOR THIS ACFT. THE CREW PERFORMED ALL FUNCTIONS SMOOTHLY AND THE COPLT AND S/O DID A COMMENDABLE JOB. MEMPHIS DEP AND TWR OPERATORS WERE VERY HELPFUL AND DID EVERYTHING THEY COULD TO FACILITATE THE EARLY RETURN OF THE ACFT.

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.