Narrative:

The before start checklist and before push checklist were detailed and not rushed as we were waiting on maintenance to arrive to fix the seatbelt in a seat that had been discovered during boarding. Once the write-up was reviewed; we were on our way. [Performance computer] numbers had a flaps 1; max takeoff calculated from the ATIS. Ramp cleared us to push and then cleared spot 11. Ground cleared us to taxi via charlie; hold short for another carrier. Remaining taxi was uneventful. The before takeoff checklist was completed and we were cleared line up and wait. Captain lined us up dead on centerline and transferred control of the aircraft. LNAV was selected. We were cleared for takeoff. Engine performance was normal as they spooled to match at approximately 40 percent N1. I promptly advanced the thrust levers toward takeoff thrust while I simultaneously selected to/GA and called 'set takeoff thrust'. Captain responded 'set'. Captain called '80 knots' and then 'V1; rotate.' rotation was normal; except I came back inside on instruments as the sun was blinding directly in our faces. I called for 'landing gear up.' captain responded with 'positive rate; landing gear up' and moved the handle to the up position. At 400 ft AGL; I called 'LNAV verified'. I continued to hand fly at approximately 170 KIAS. Due to the higher non-standard flap retraction; I had just called 'set speed; climb thrust'. Captain set the speed and the autothrottles had begun to reduce the power slightly.at this point (approximately 3450 MSL) an explosive sound was heard from the right side of the aircraft. I maintained aircraft control with immediate left rudder input and a reduction in pitch to maintain airspeed on one engine. I began the left turn to heading 045 per the SID. Captain completed the qrc as I verified his actions. Captain took over most of the analyze portion as I continued to fly. N2 was zero. We both agreed that this meant severe damage and no attempt at restart; even though there was no engine fire; we had wind-milling N1; and there was no abnormal airframe vibration. Captain continued running the QRH. This arrangement worked well; as I was able to focus on stabilizing our climb and helping with some radio calls as he coordinated with ATC; the flight attendants and operations; and made pas to the passengers. As conditions were VMC; we requested an easterly vector for downwind. ATC eventually turned us north on a vector. At approximately 5500 MSL; we received a TCAS TA (mode was TA only per QRH) from an aircraft at 6500 MSL. We acquired the aircraft visually as we continued our climb to 8000 MSL to maintain adequate glide distance as we ran checklists. Engine fire or engine severe damage or separation was completed. One engine inoperative landing was completed. Captain transferred the QRH to me at deferred items; and he took the aircraft for landing. We were switched to discrete frequency. Vref/vtarget 147/152 flaps 15; autobrakes 2 landing was uneventful; manual braking was not used until 85 knots. Fire personnel noted no evidence of fire on the right engine and brake temps were around 120C. Our taxi was to gate xx; where we shut down to be towed in.

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Original NASA ASRS Text

Title: B737-700 First Officer reported the right engine failed with 'an explosive sound' shortly after takeoff.

Narrative: The Before Start Checklist and Before Push Checklist were detailed and not rushed as we were waiting on Maintenance to arrive to fix the seatbelt in a seat that had been discovered during boarding. Once the write-up was reviewed; we were on our way. [Performance computer] numbers had a flaps 1; max takeoff calculated from the ATIS. Ramp cleared us to push and then cleared Spot 11. Ground cleared us to taxi via Charlie; hold short for another carrier. Remaining taxi was uneventful. The Before Takeoff Checklist was completed and we were cleared line up and wait. Captain lined us up dead on centerline and transferred control of the aircraft. LNAV was selected. We were cleared for takeoff. Engine performance was normal as they spooled to match at approximately 40 percent N1. I promptly advanced the thrust levers toward takeoff thrust while I simultaneously selected TO/GA and called 'Set takeoff thrust'. Captain responded 'Set'. Captain called '80 knots' and then 'V1; rotate.' Rotation was normal; except I came back inside on instruments as the sun was blinding directly in our faces. I called for 'Landing gear up.' Captain responded with 'Positive rate; landing gear up' and moved the handle to the up position. At 400 ft AGL; I called 'LNAV verified'. I continued to hand fly at approximately 170 KIAS. Due to the higher non-standard flap retraction; I had just called 'Set speed; climb thrust'. Captain set the speed and the autothrottles had begun to reduce the power slightly.At this point (approximately 3450 MSL) an explosive sound was heard from the right side of the aircraft. I maintained aircraft control with immediate left rudder input and a reduction in pitch to maintain airspeed on one engine. I began the left turn to heading 045 per the SID. Captain completed the QRC as I verified his actions. Captain took over most of the analyze portion as I continued to fly. N2 was zero. We both agreed that this meant severe damage and no attempt at restart; even though there was no engine fire; we had wind-milling N1; and there was no abnormal airframe vibration. Captain continued running the QRH. This arrangement worked well; as I was able to focus on stabilizing our climb and helping with some radio calls as he coordinated with ATC; the Flight Attendants and Operations; and made PAs to the Passengers. As conditions were VMC; we requested an easterly vector for downwind. ATC eventually turned us north on a vector. At approximately 5500 MSL; we received a TCAS TA (mode was TA only per QRH) from an aircraft at 6500 MSL. We acquired the aircraft visually as we continued our climb to 8000 MSL to maintain adequate glide distance as we ran checklists. ENGINE FIRE or Engine Severe Damage or Separation was completed. One Engine Inoperative Landing was completed. Captain transferred the QRH to me at deferred items; and he took the aircraft for landing. We were switched to Discrete Frequency. Vref/Vtarget 147/152 flaps 15; autobrakes 2 landing was uneventful; manual braking was not used until 85 knots. Fire personnel noted no evidence of fire on the right engine and brake temps were around 120C. Our taxi was to Gate XX; where we shut down to be towed in.

Data retrieved from NASA's ASRS site 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.