Narrative:

It was my leg; we took off runway heading until 5;000 feet MSL. We were climbing out and the autopilot and autothrottles were engaged. Around 7;000 feet MSL we heard a pop or bang and felt a shudder in the aircraft. Approximately 10 seconds later it happened again. A quick scan of the engine instruments showed the left engine was hiccupping. We told ATC we wanted to level at 9;000 feet MSL and run some checklists and that we had an issue that needed attention. We disconnected the autothrottles and confirmed the left engine was experiencing the compressor stall before pulling that throttle to idle. With the engine at idle; it ceased to stall. The captain made sure I had the aircraft and radios and then talked to the flight attendants about what they were seeing and hearing. The flight attendant closest to the left engine said he still was hearing a loud; unusual noise and that they were still feeling a vibration in the back; but otherwise there was no smoke; no fire; and that no one was injured. Everything looked; felt; and smelled fine other than the aforementioned.approximately; a minute or two after the first stall; the engine failed completely. All the indications rolled back; except for the egt; which started to climb with increasing speed. It seemed that the gauge was pegged at 800 degrees; but the manner in which the temperature climbed; we realized the actual temperature in the engine could still be climbing higher. At that point we diagnosed the aircraft to be experiencing severe engine damage and then transitioned into that appropriate checklist. Having already completed the actions for the memory items; we reviewed those items and then continued with the rest of the 'engine fire or engine severe damage or separation' checklist. The only issue we had with running that checklist; is the fire bottle would not fire; as indicated by the agent low light not being illuminated. Lamp tests confirmed the light was working. The captain tried repeatedly to fire the number 1 bottle; but it simply would not fire. Obviously; we wanted to complete the checklist as written; but while attempting to fire the bottle; we noticed the egt decreased back off its pegged status at 800 and rapidly cooled after we cut off the fuel control lever. It was then well within normal limits.with the flight attendants confirming no visible signs of a fire and since we did not have a light illuminated in the fire handle; we decided there was minimal threat of a fire and progressed to the next step in the checklist. Once we had completed the checklist; the captain made a PA to the passengers explaining the situation and assuring them that we have been adequately trained to handle the situation. Then we climbed to 12;000 feet MSL and coordinated with ATC; [requested priority handling]; passed fuel and souls on board and started using ATC to help us assess nearby airports for weather while also keeping in mind suitable runways and maintenance facilities. After all that was complete we were approximately 80 miles from ZZZ; which was forecast to have 4;000 feet broken clouds at the time and visibility greater than 6 miles. We told ATC that we'd like to continue our approach into ZZZ. The captain then coordinated with the dispatcher via ACARS to let them know we had an engine failure and we were continuing to ZZZ.we completed the 'one engine inoperative/reduced thrust landing' checklist. Once we got to the deferred items on that checklist; we decided to transfer aircraft control to the captain to fly the approach. We coordinated with tower to roll the fire trucks and have them meet us; as we planned to stop on the runway and have them look over the aircraft. We landed uneventfully after shooting the ILS and stopped just prior to B taxiway. Airport rescue and fire fighting (arff) made their loop around us and said everything looked good. We made another PA as we stopped on the runway to have folks remain seated with their seat belts fastened and explained that we were going to have the trucks look us over and if it looked good; then we were going to taxi to the gate. Tower/arff offered to follow us back to the gate with a vehicle and we took them up on the offer. After arriving at the gate maintenance took a look at the engine and told us they found metal shavings in the tailpipe. Debrief from maintenance revealed it was an engine change within the past 8 days. It had experienced excessive egt on takeoff roll previously; within that timeframe.

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Original NASA ASRS Text

Title: MD-80 First Officer reported engine surging which resulted in an engine failure and landing at planned arrival station.

Narrative: It was my leg; we took off runway heading until 5;000 feet MSL. We were climbing out and the autopilot and autothrottles were engaged. Around 7;000 feet MSL we heard a pop or bang and felt a shudder in the aircraft. Approximately 10 seconds later it happened again. A quick scan of the engine instruments showed the left engine was hiccupping. We told ATC we wanted to level at 9;000 feet MSL and run some checklists and that we had an issue that needed attention. We disconnected the autothrottles and confirmed the left engine was experiencing the compressor stall before pulling that throttle to idle. With the engine at idle; it ceased to stall. The Captain made sure I had the aircraft and radios and then talked to the flight attendants about what they were seeing and hearing. The Flight Attendant closest to the left engine said he still was hearing a loud; unusual noise and that they were still feeling a vibration in the back; but otherwise there was no smoke; no fire; and that no one was injured. Everything looked; felt; and smelled fine other than the aforementioned.Approximately; a minute or two after the first stall; the engine failed completely. All the indications rolled back; except for the EGT; which started to climb with increasing speed. It seemed that the gauge was pegged at 800 degrees; but the manner in which the temperature climbed; we realized the actual temperature in the engine could still be climbing higher. At that point we diagnosed the aircraft to be experiencing severe engine damage and then transitioned into that appropriate checklist. Having already completed the actions for the memory items; we reviewed those items and then continued with the rest of the 'engine fire or engine severe damage or separation' checklist. The only issue we had with running that checklist; is the fire bottle would not fire; as indicated by the agent low light not being illuminated. Lamp tests confirmed the light was working. The Captain tried repeatedly to fire the Number 1 Bottle; but it simply would not fire. Obviously; we wanted to complete the checklist as written; but while attempting to fire the bottle; we noticed the EGT decreased back off its pegged status at 800 and rapidly cooled after we cut off the fuel control lever. It was then well within normal limits.With the flight attendants confirming no visible signs of a fire and since we did not have a light illuminated in the fire handle; we decided there was minimal threat of a fire and progressed to the next step in the checklist. Once we had completed the checklist; the Captain made a PA to the passengers explaining the situation and assuring them that we have been adequately trained to handle the situation. Then we climbed to 12;000 feet MSL and coordinated with ATC; [requested priority handling]; passed fuel and souls on board and started using ATC to help us assess nearby airports for weather while also keeping in mind suitable runways and maintenance facilities. After all that was complete we were approximately 80 miles from ZZZ; which was forecast to have 4;000 feet broken clouds at the time and visibility greater than 6 miles. We told ATC that we'd like to continue our approach into ZZZ. The Captain then coordinated with the Dispatcher via ACARS to let them know we had an engine failure and we were continuing to ZZZ.We completed the 'one engine inoperative/reduced thrust landing' checklist. Once we got to the deferred items on that checklist; we decided to transfer aircraft control to the Captain to fly the approach. We coordinated with Tower to roll the fire trucks and have them meet us; as we planned to stop on the runway and have them look over the aircraft. We landed uneventfully after shooting the ILS and stopped just prior to B Taxiway. Airport Rescue and Fire Fighting (ARFF) made their loop around us and said everything looked good. We made another PA as we stopped on the runway to have folks remain seated with their seat belts fastened and explained that we were going to have the trucks look us over and if it looked good; then we were going to taxi to the gate. Tower/ARFF offered to follow us back to the gate with a vehicle and we took them up on the offer. After arriving at the gate maintenance took a look at the engine and told us they found metal shavings in the tailpipe. Debrief from maintenance revealed it was an engine change within the past 8 days. It had experienced excessive EGT on takeoff roll previously; within that timeframe.

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.