Narrative:

Started day with a phone call at xa:05 for a sign in of xc:15. Had to rush to get ready and be at the airport promptly. Was subsequently late for sign and proceeded to gate for departure. Upon arrival; I introduced myself to the flight attendants and captain. I then discovered that the logbook was missing and security form was inaccurate. The captain also informed me the aircraft had come from the hangar. I proceeded to preflight the aircraft and do my walk around inspection; taking extra time as the aircraft had just had maintenance. As part of my pre-departure preparation; I entered a return to the longest runway in the secondary flight plan and entered ATIS information in the secondary perf approach page. The mechanic returned to the aircraft with the logbook just prior to departure. The captain and I then reviewed the logbook together. We then accomplished checklists; briefings; route verifications; and got pushback clearance. Upon taxi out; we noted the midfield windsock was indicating a tailwind on our departure runway. We queried the ground controller; we were told that the wind was 090 at 8 kts. Realizing the potential for a wind shift and tailwind takeoff; we stopped the aircraft and I called the dispatcher and asked for 5 kt tailwind takeoff numbers for runway X; I had to make a second call to adjust for correct temperature. The numbers indicated a toga takeoff with APU on. I inserted the new numbers into the mcdu; ensured the APU was on with APU bleed on; we verified the takeoff numbers together and accomplished applicable checklists and proceeded to continue taxi for departure. We were cleared to line up and wait and then takeoff on runway X. It was the captain's takeoff. He advanced the thrust levers; I called V1; and then 'rotate'. Shortly after; we noted rhythmic banging; the captain later told me he had control issues keeping the aircraft aligned with the runway. The captain was able to maintain centerline. I was trying to evaluate the situation and determine the problem; the captain then queried to me 'positive rate? Gear up.' I responded back; 'do you really want to raise the gear? I think we have a gear problem.' to which he agreed; and we agreed that keeping the gear down was the conservative thing to do. The captain continued to hand fly the aircraft as he felt it was not stable enough to engage the autopilot. He then asked me to [notify ATC]. I broadcast to tower. We climbed to 4000 feet and were given a heading of 090. We also elected keep the flaps at 1 to ensure we had flaps for landing in case of a hydraulic issue. We selected a speed of 185 to keep us within flap speed limits. When aircraft was stable; the captain called for autopilot 1. Because we were returning to ZZZ; I told the captain that I was activating the secondary flight plan; which was pre-loaded with all information for a return to runway Y in ZZZ. We checked all systems through the ECAM; checked status; and checked recall. All indicated within parameters. We had no ECAM warnings or cautions. We transferred controls so that I had the radios and the aircraft. The captain communicated and coordinated with the flight attendants; and made pas to the passengers. We advised ATC that we were wanting runway Y; that we would need the fire trucks; and we would be stopping on the runway for inspection. We sent an ACARS message to dispatch to advise of the emergency and return to field. The captain then proceeded to accomplish the precautionary landing checklist. We transferred the controls back so the captain had the controls; I had the radios. He asked me to brief the approach. We noted that we were well under landing weight. We accomplished the descent and the before landing checklists. We were able to accomplish a normal approach and landing; stopping on the runway for inspection. The captain made the PA; 'this is the captain; remain seated; remain seated; remain seated.' the captain then communicated with the fire chief via the tower frequency.the fire chief indicated to us that he saw us take off and heard banging and that he saw fire from our #2 engine. We asked the fire crew to inspect the landing gear as well as the engines while checking the aircraft. The fire crews drove around and reported all looked normal. We then shut down the #2 engine; cancelled the emergency with the tower; and were able to taxi back to a gate.

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Original NASA ASRS Text

Title: A319 First Officer reported a loud bang on takeoff; resulting in a return to departure airport and emergency Landing.

Narrative: Started day with a phone call at XA:05 for a sign in of XC:15. Had to rush to get ready and be at the airport promptly. Was subsequently late for sign and proceeded to gate for departure. Upon arrival; I introduced myself to the flight attendants and Captain. I then discovered that the logbook was missing and security form was inaccurate. The Captain also informed me the aircraft had come from the hangar. I proceeded to preflight the aircraft and do my walk around inspection; taking extra time as the aircraft had just had maintenance. As part of my pre-departure preparation; I entered a return to the longest runway in the secondary flight plan and entered ATIS information in the secondary PERF APPROACH page. The mechanic returned to the aircraft with the logbook just prior to departure. The Captain and I then reviewed the logbook together. We then accomplished checklists; briefings; route verifications; and got pushback clearance. Upon taxi out; we noted the midfield windsock was indicating a tailwind on our departure runway. We queried the Ground Controller; we were told that the wind was 090 at 8 kts. Realizing the potential for a wind shift and tailwind takeoff; we stopped the aircraft and I called the Dispatcher and asked for 5 kt tailwind takeoff numbers for Runway X; I had to make a second call to adjust for correct temperature. The numbers indicated a TOGA takeoff with APU on. I inserted the new numbers into the MCDU; ensured the APU was on with APU bleed on; we verified the takeoff numbers together and accomplished applicable checklists and proceeded to continue taxi for departure. We were cleared to line up and wait and then takeoff on Runway X. It was the Captain's takeoff. He advanced the thrust levers; I called V1; and then 'rotate'. Shortly after; we noted rhythmic banging; the Captain later told me he had control issues keeping the aircraft aligned with the runway. The Captain was able to maintain centerline. I was trying to evaluate the situation and determine the problem; the Captain then queried to me 'positive rate? gear up.' I responded back; 'Do you really want to raise the gear? I think we have a gear problem.' To which he agreed; and we agreed that keeping the gear down was the conservative thing to do. The Captain continued to hand fly the aircraft as he felt it was not stable enough to engage the autopilot. He then asked me to [notify ATC]. I broadcast to tower. We climbed to 4000 feet and were given a heading of 090. We also elected keep the flaps at 1 to ensure we had flaps for landing in case of a hydraulic issue. We selected a speed of 185 to keep us within flap speed limits. When aircraft was stable; the Captain called for Autopilot 1. Because we were returning to ZZZ; I told the Captain that I was activating the secondary flight plan; which was pre-loaded with all information for a return to Runway Y in ZZZ. We checked all systems through the ECAM; checked status; and checked recall. All indicated within parameters. We had no ECAM warnings or cautions. We transferred controls so that I had the radios and the aircraft. The Captain communicated and coordinated with the flight attendants; and made PAs to the passengers. We advised ATC that we were wanting Runway Y; that we would need the fire trucks; and we would be stopping on the runway for inspection. We sent an ACARS message to Dispatch to advise of the emergency and return to field. The Captain then proceeded to accomplish the precautionary landing checklist. We transferred the controls back so the Captain had the controls; I had the radios. He asked me to brief the approach. We noted that we were well under landing weight. We accomplished the Descent and the Before Landing checklists. We were able to accomplish a normal approach and landing; stopping on the runway for inspection. The Captain made the PA; 'This is the Captain; remain seated; remain seated; remain seated.' The Captain then communicated with the fire chief via the Tower frequency.The Fire Chief indicated to us that he saw us take off and heard banging and that he saw fire from our #2 engine. We asked the fire crew to inspect the landing gear as well as the engines while checking the aircraft. The fire crews drove around and reported all looked normal. We then shut down the #2 engine; cancelled the emergency with the Tower; and were able to taxi back to a gate.

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.