Narrative:

Short final between 800 ft and 500 ft AGL felt a 'thud.' (later passenger confirmed flames out of right engine.) first officer determined engine fail right side. Flaps were retracted to 20 degrees, airspeed was increased, an emergency was declared, and the aircraft was landed straight ahead. Once safely on ground, the engine was secured in accordance with emergency procedure. Emergency ground vehicles determined it was safe to taxi to the gate. All passenger and crew deplaned normally. Callback conversation with reporter revealed the following information: the captain stated that he was caught by surprise by this engine failure. The idea that the engine would fail at this point, with a low engine power setting, at 800 ft AGL, with the whole airport in view ahead of him - - it didn't seem 'logical' for the engine to fail at that point. The captain is also a simulator instructor so the response was rapid and almost perfect. He called for the emergency procedure of 20 degrees of flaps, increased the 'bug' speed 10 KTS and told the first officer to declare an emergency. He then forgot that, when placing the flaps from 30 degrees to 20 degrees, the new flap position would arm the GPWS for proximity to ground with less than standard landing flaps. He said it was a 'good simulator exercise' event because most crews are ready for an engine problem at takeoff power settings, not on short final with reduced power. The crew had flown this aircraft all day for a 7 hour period. A good wake-up call for the complacent. The postflt inspection showed a failure of the frame that secured the stator blades, with one coming out of the frame and being ingested by the engine. Major engine damage expected when they found metal in the tail pipe area. Supplemental information from acn 410518: right engine stalled with a loud bang then flamed out.

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Original NASA ASRS Text

Title: A B757-200 LOSES THE #2 ENG WHILE ON SHORT FINAL TO MSP RWY 30R. EMER DECLARED AND ACFT WAS LANDED STRAIGHT IN. WHEN THE FLAPS WERE PLACED TO 20 DEGS FOR FINAL LNDG THE GPWS WAS NOT INACTIVATED AND SOUNDED OFF.

Narrative: SHORT FINAL BTWN 800 FT AND 500 FT AGL FELT A 'THUD.' (LATER PAX CONFIRMED FLAMES OUT OF R ENG.) FO DETERMINED ENG FAIL R SIDE. FLAPS WERE RETRACTED TO 20 DEGS, AIRSPD WAS INCREASED, AN EMER WAS DECLARED, AND THE ACFT WAS LANDED STRAIGHT AHEAD. ONCE SAFELY ON GND, THE ENG WAS SECURED IN ACCORDANCE WITH EMER PROC. EMER GND VEHICLES DETERMINED IT WAS SAFE TO TAXI TO THE GATE. ALL PAX AND CREW DEPLANED NORMALLY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE CAPT STATED THAT HE WAS CAUGHT BY SURPRISE BY THIS ENG FAILURE. THE IDEA THAT THE ENG WOULD FAIL AT THIS POINT, WITH A LOW ENG PWR SETTING, AT 800 FT AGL, WITH THE WHOLE ARPT IN VIEW AHEAD OF HIM - - IT DIDN'T SEEM 'LOGICAL' FOR THE ENG TO FAIL AT THAT POINT. THE CAPT IS ALSO A SIMULATOR INSTRUCTOR SO THE RESPONSE WAS RAPID AND ALMOST PERFECT. HE CALLED FOR THE EMER PROC OF 20 DEGS OF FLAPS, INCREASED THE 'BUG' SPD 10 KTS AND TOLD THE FO TO DECLARE AN EMER. HE THEN FORGOT THAT, WHEN PLACING THE FLAPS FROM 30 DEGS TO 20 DEGS, THE NEW FLAP POS WOULD ARM THE GPWS FOR PROX TO GND WITH LESS THAN STANDARD LNDG FLAPS. HE SAID IT WAS A 'GOOD SIMULATOR EXERCISE' EVENT BECAUSE MOST CREWS ARE READY FOR AN ENG PROB AT TKOF PWR SETTINGS, NOT ON SHORT FINAL WITH REDUCED PWR. THE CREW HAD FLOWN THIS ACFT ALL DAY FOR A 7 HR PERIOD. A GOOD WAKE-UP CALL FOR THE COMPLACENT. THE POSTFLT INSPECTION SHOWED A FAILURE OF THE FRAME THAT SECURED THE STATOR BLADES, WITH ONE COMING OUT OF THE FRAME AND BEING INGESTED BY THE ENG. MAJOR ENG DAMAGE EXPECTED WHEN THEY FOUND METAL IN THE TAIL PIPE AREA. SUPPLEMENTAL INFO FROM ACN 410518: R ENG STALLED WITH A LOUD BANG THEN FLAMED OUT.

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.