Narrative:

The captain and I had completed our normal preflight duties. I did the preflight and found everything normal on our light transport aircraft. During start up and taxi, all engines were normal as we completed our checklists. Ind tower cleared us for takeoff on runway 23R. The captain called for gear up then we brought the flaps to 12 degrees. We were assigned runway heading. The captain and I immediately noticed after the flaps were brought to 12 degrees that the left hand engines itt rose to 1150 degree itt (norm 885 degree C) and that N1 was zero. We had N2 indication, but we also heard a very loud bang and then grinding noise. The captain was the PF, and took immediate action. Tower at this time told us we had black smoke trailing from our lh engine. I declared an emergency. Tower turned us on a right downwind for runway 23R. The aircraft was doing well, we were climbing at 1000 FPM. The captain had by this time shut down our lh engine. I proceeded with the shut down checklist (clean up items) and then went to the single engine log checklist. With these checklists complete we advised our passenger of an engine problem. We decided not to dump fuel at ths time due to several factors, even though we knew we were going to land overweight by approximately 1000 pounds. First we know we had a catastrophic failure of the lh engine, second we were already on downwind, third close proximity of houses, and finally the rh engine and all of our system were still operational. Why chance going somewhere to dump fuel. As we turned base we brought the gear down flaps 20 degree, complying with the southeast landing checklist. The captain made a slightly high visibility approach to final. The landing was normal with no further occurrence. During our post-flight the left engine interior was damaged severely. The fan had no damage though, so our conclusion, interior damage by some sort of failure. I don't think anything could have been done differently, and the end result was a safe flight. No other damage was done to the aircraft. The engine failure was self contained. I can't think of any way in which we could have prevented this occurrence.

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Original NASA ASRS Text

Title: LTT EXPERIENCES CATASTROPHIC ENGINE FAILURE IMMEDIATELY AFTER TKOF. RETURN TO DEP ARPT.

Narrative: THE CAPT AND I HAD COMPLETED OUR NORMAL PREFLT DUTIES. I DID THE PREFLT AND FOUND EVERYTHING NORMAL ON OUR LTT ACFT. DURING START UP AND TAXI, ALL ENGS WERE NORMAL AS WE COMPLETED OUR CHKLISTS. IND TWR CLRED US FOR TKOF ON RWY 23R. THE CAPT CALLED FOR GEAR UP THEN WE BROUGHT THE FLAPS TO 12 DEGS. WE WERE ASSIGNED RWY HDG. THE CAPT AND I IMMEDIATELY NOTICED AFTER THE FLAPS WERE BROUGHT TO 12 DEGS THAT THE L HAND ENGS ITT ROSE TO 1150 DEG ITT (NORM 885 DEG C) AND THAT N1 WAS ZERO. WE HAD N2 INDICATION, BUT WE ALSO HEARD A VERY LOUD BANG AND THEN GRINDING NOISE. THE CAPT WAS THE PF, AND TOOK IMMEDIATE ACTION. TWR AT THIS TIME TOLD US WE HAD BLACK SMOKE TRAILING FROM OUR LH ENG. I DECLARED AN EMER. TWR TURNED US ON A R DOWNWIND FOR RWY 23R. THE ACFT WAS DOING WELL, WE WERE CLBING AT 1000 FPM. THE CAPT HAD BY THIS TIME SHUT DOWN OUR LH ENG. I PROCEEDED WITH THE SHUT DOWN CHKLIST (CLEAN UP ITEMS) AND THEN WENT TO THE SINGLE ENG LOG CHKLIST. WITH THESE CHKLISTS COMPLETE WE ADVISED OUR PAX OF AN ENG PROB. WE DECIDED NOT TO DUMP FUEL AT THS TIME DUE TO SEVERAL FACTORS, EVEN THOUGH WE KNEW WE WERE GOING TO LAND OVERWEIGHT BY APPROX 1000 LBS. FIRST WE KNOW WE HAD A CATASTROPHIC FAILURE OF THE LH ENG, SECOND WE WERE ALREADY ON DOWNWIND, THIRD CLOSE PROX OF HOUSES, AND FINALLY THE RH ENG AND ALL OF OUR SYS WERE STILL OPERATIONAL. WHY CHANCE GOING SOMEWHERE TO DUMP FUEL. AS WE TURNED BASE WE BROUGHT THE GEAR DOWN FLAPS 20 DEG, COMPLYING WITH THE SE LNDG CHKLIST. THE CAPT MADE A SLIGHTLY HIGH VIS APCH TO FINAL. THE LNDG WAS NORMAL WITH NO FURTHER OCCURRENCE. DURING OUR POST-FLT THE L ENG INTERIOR WAS DAMAGED SEVERELY. THE FAN HAD NO DAMAGE THOUGH, SO OUR CONCLUSION, INTERIOR DAMAGE BY SOME SORT OF FAILURE. I DON'T THINK ANYTHING COULD HAVE BEEN DONE DIFFERENTLY, AND THE END RESULT WAS A SAFE FLT. NO OTHER DAMAGE WAS DONE TO THE ACFT. THE ENG FAILURE WAS SELF CONTAINED. I CAN'T THINK OF ANY WAY IN WHICH WE COULD HAVE PREVENTED THIS OCCURRENCE.

Data retrieved from NASA's ASRS site as of July 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.