Narrative:

Since the runways were reported not dry, we used full power for takeoff, which was normal. At 1200 ft we selected climb thrust and began cleaning up our flaps. At 1500 ft there was a serious vibration and yawing to the right. The engine readings verified a right engine failure due to egt exceeded limits and dropping N1. An emergency was declared for a return to the field. The captain continued to control the aircraft well as I followed the engine failure checklist, communicated with the tower, spoke briefly with the flight attendant. Insufficient time remained to talk over the PA system to the passenger, but since I was monitoring the PA also, I heard the lead flight attendant announce that we had lost power on 1 engine and were returning to the airport. An uneventful landing was made and I made an announcement to the passenger to remain seated since there was no evidence of fire or a need to evacuate/evacuation the aircraft. Once we cleared the runway, the aircraft was stopped so the fire crew could examine the aircraft for fire or immediate danger. None was found and the aircraft was successfully taxied to the gate where the passenger were deplaned. In retrospect, I can see that allowing yourself plenty of time to accomplish all procedures called for, such as exchanging flying duties to the first officer so the captain may manage the situation better, captain reading emergency checklists, notifying passenger, company and ATC etc, is not always necessary since not all emergencys fit precisely into how we are trained. I still feel that the airline's training is superior though, and because of it, we were successful as a flight crew in safely handling this emergency.

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Original NASA ASRS Text

Title: A B757 USING FULL PWR THRUST FOR TKOF EXPERIENCES A FAILURE OF THE R ENG AT 1800 FT AGL.

Narrative: SINCE THE RWYS WERE RPTED NOT DRY, WE USED FULL PWR FOR TKOF, WHICH WAS NORMAL. AT 1200 FT WE SELECTED CLB THRUST AND BEGAN CLEANING UP OUR FLAPS. AT 1500 FT THERE WAS A SERIOUS VIBRATION AND YAWING TO THE R. THE ENG READINGS VERIFIED A R ENG FAILURE DUE TO EGT EXCEEDED LIMITS AND DROPPING N1. AN EMER WAS DECLARED FOR A RETURN TO THE FIELD. THE CAPT CONTINUED TO CTL THE ACFT WELL AS I FOLLOWED THE ENG FAILURE CHKLIST, COMMUNICATED WITH THE TWR, SPOKE BRIEFLY WITH THE FLT ATTENDANT. INSUFFICIENT TIME REMAINED TO TALK OVER THE PA SYS TO THE PAX, BUT SINCE I WAS MONITORING THE PA ALSO, I HEARD THE LEAD FLT ATTENDANT ANNOUNCE THAT WE HAD LOST PWR ON 1 ENG AND WERE RETURNING TO THE ARPT. AN UNEVENTFUL LNDG WAS MADE AND I MADE AN ANNOUNCEMENT TO THE PAX TO REMAIN SEATED SINCE THERE WAS NO EVIDENCE OF FIRE OR A NEED TO EVAC THE ACFT. ONCE WE CLRED THE RWY, THE ACFT WAS STOPPED SO THE FIRE CREW COULD EXAMINE THE ACFT FOR FIRE OR IMMEDIATE DANGER. NONE WAS FOUND AND THE ACFT WAS SUCCESSFULLY TAXIED TO THE GATE WHERE THE PAX WERE DEPLANED. IN RETROSPECT, I CAN SEE THAT ALLOWING YOURSELF PLENTY OF TIME TO ACCOMPLISH ALL PROCS CALLED FOR, SUCH AS EXCHANGING FLYING DUTIES TO THE FO SO THE CAPT MAY MANAGE THE SIT BETTER, CAPT READING EMER CHKLISTS, NOTIFYING PAX, COMPANY AND ATC ETC, IS NOT ALWAYS NECESSARY SINCE NOT ALL EMERS FIT PRECISELY INTO HOW WE ARE TRAINED. I STILL FEEL THAT THE AIRLINE'S TRAINING IS SUPERIOR THOUGH, AND BECAUSE OF IT, WE WERE SUCCESSFUL AS A FLC IN SAFELY HANDLING THIS EMER.

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.