Narrative:

Takeoff from las runway 25R, flaps 4 degrees at approximately 137500 pounds. 'Normal' power and temperature indications after power was set. During takeoff 'tail compartment temperature high' light (red annunciation) which was cleared by closing the left xfeed valve, but not sure (still) why light came on (may be unrelated to following). When gear raised, a humming sound not expected or understood by the crew. Then tremendous vibration followed by engine failure (left). The nature of the failure, completely different from anything the simulator can prepare one to expect (vibration noise), made the crew wonder what damage might have occurred to our aircraft. We turned down an offer for a very close in runway (runway 19L) as it became apparent that the condition had stabilized and we wanted time to read checklists and properly prepare for our single engine landing. (A normal downwind was adequate for this preparation -- both cabin and cockpit.) the lead flight attendant had come forward to ask how to prepare the cabin (for emergency or precautionary landing). I advised her to prepare for an emergency landing, since at that point I wasn't sure that the situation with regard to aircraft/engine damage had stabilized. After a very normal approach (though with 1 engine) and assurances on the PA to the cabin that all was under control, the first officer made an excellent landing and we assured the ground equipment crews that there was no fire, etc, and we would taxi to our gate. Inspection of the engine revealed a large hole in the cowling indicating an uncontained failure of the turbine section of the engine.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN MD83, IMMEDIATELY AFTER TKOF, DECLARED AN EMER AND RETURNED TO THE FIELD DUE TO #1 ENG UNCONTAINED FAILURE.

Narrative: TKOF FROM LAS RWY 25R, FLAPS 4 DEGS AT APPROX 137500 LBS. 'NORMAL' PWR AND TEMP INDICATIONS AFTER PWR WAS SET. DURING TKOF 'TAIL COMPARTMENT TEMP HIGH' LIGHT (RED ANNUNCIATION) WHICH WAS CLRED BY CLOSING THE L XFEED VALVE, BUT NOT SURE (STILL) WHY LIGHT CAME ON (MAY BE UNRELATED TO FOLLOWING). WHEN GEAR RAISED, A HUMMING SOUND NOT EXPECTED OR UNDERSTOOD BY THE CREW. THEN TREMENDOUS VIBRATION FOLLOWED BY ENG FAILURE (L). THE NATURE OF THE FAILURE, COMPLETELY DIFFERENT FROM ANYTHING THE SIMULATOR CAN PREPARE ONE TO EXPECT (VIBRATION NOISE), MADE THE CREW WONDER WHAT DAMAGE MIGHT HAVE OCCURRED TO OUR ACFT. WE TURNED DOWN AN OFFER FOR A VERY CLOSE IN RWY (RWY 19L) AS IT BECAME APPARENT THAT THE CONDITION HAD STABILIZED AND WE WANTED TIME TO READ CHKLISTS AND PROPERLY PREPARE FOR OUR SINGLE ENG LNDG. (A NORMAL DOWNWIND WAS ADEQUATE FOR THIS PREPARATION -- BOTH CABIN AND COCKPIT.) THE LEAD FLT ATTENDANT HAD COME FORWARD TO ASK HOW TO PREPARE THE CABIN (FOR EMER OR PRECAUTIONARY LNDG). I ADVISED HER TO PREPARE FOR AN EMER LNDG, SINCE AT THAT POINT I WASN'T SURE THAT THE SIT WITH REGARD TO ACFT/ENG DAMAGE HAD STABILIZED. AFTER A VERY NORMAL APCH (THOUGH WITH 1 ENG) AND ASSURANCES ON THE PA TO THE CABIN THAT ALL WAS UNDER CTL, THE FO MADE AN EXCELLENT LNDG AND WE ASSURED THE GND EQUIP CREWS THAT THERE WAS NO FIRE, ETC, AND WE WOULD TAXI TO OUR GATE. INSPECTION OF THE ENG REVEALED A LARGE HOLE IN THE COWLING INDICATING AN UNCONTAINED FAILURE OF THE TURBINE SECTION OF THE ENG.

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.