Narrative:

Left engine failed in climb at FL330. Multiple stages of turbine were destroyed. Driftdown established and elected to return to departure point (mco) rather than land at jax due to time required for descent, known WX (thunderstorm in north florida) and field conditions, descent, approach, and landing normal for the circumstances. Landed runway 18R at mco and due to high gross weight and single engine airspeed pad, rolled to end for turnoff. Emergency equipment was in position at high speed turnoff, rather than the anticipated distribution of resources at mid and end of runway. It took a long time for them to get to us for a visual check. In the future we will include a dialogue regarding distribution of emergency response vehicles with ATC prior to landing. Callback conversation with reporter revealed the following information: the reporter did not know what failed on the engine. As of last week the air carrier had not yet disassembled the engine. The captain did not remember if he communicated with mco crash fire rescue equipment on the common frequency established for the purpose. This analyst had an extensive conversation with the crash fire rescue equipment chief at mco. He remembers the incident in question, and reports that on that day the crash fire rescue equipment truck that was supposed to be at the end of runway 18R was out of position. The driver has been counseled and given retraining. The incident has been extensively debriefed by the officers and personnel at mco. The crash fire rescue equipment group take their responsibility very seriously and admit that they made a mistake here. They have tried to use this incident as a learning tool so that it won't happen again.

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Original NASA ASRS Text

Title: B757 CREW HAD ENG FAILURE AND DIVERTED TO THEIR DEP STATION.

Narrative: L ENG FAILED IN CLB AT FL330. MULTIPLE STAGES OF TURBINE WERE DESTROYED. DRIFTDOWN ESTABLISHED AND ELECTED TO RETURN TO DEP POINT (MCO) RATHER THAN LAND AT JAX DUE TO TIME REQUIRED FOR DSCNT, KNOWN WX (TSTM IN NORTH FLORIDA) AND FIELD CONDITIONS, DSCNT, APCH, AND LNDG NORMAL FOR THE CIRCUMSTANCES. LANDED RWY 18R AT MCO AND DUE TO HIGH GROSS WT AND SINGLE ENG AIRSPD PAD, ROLLED TO END FOR TURNOFF. EMER EQUIP WAS IN POS AT HIGH SPD TURNOFF, RATHER THAN THE ANTICIPATED DISTRIBUTION OF RESOURCES AT MID AND END OF RWY. IT TOOK A LONG TIME FOR THEM TO GET TO US FOR A VISUAL CHK. IN THE FUTURE WE WILL INCLUDE A DIALOGUE REGARDING DISTRIBUTION OF EMER RESPONSE VEHICLES WITH ATC PRIOR TO LNDG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR DID NOT KNOW WHAT FAILED ON THE ENG. AS OF LAST WK THE ACR HAD NOT YET DISASSEMBLED THE ENG. THE CAPT DID NOT REMEMBER IF HE COMMUNICATED WITH MCO CFR ON THE COMMON FREQ ESTABLISHED FOR THE PURPOSE. THIS ANALYST HAD AN EXTENSIVE CONVERSATION WITH THE CFR CHIEF AT MCO. HE REMEMBERS THE INCIDENT IN QUESTION, AND RPTS THAT ON THAT DAY THE CFR TRUCK THAT WAS SUPPOSED TO BE AT THE END OF RWY 18R WAS OUT OF POS. THE DRIVER HAS BEEN COUNSELED AND GIVEN RETRAINING. THE INCIDENT HAS BEEN EXTENSIVELY DEBRIEFED BY THE OFFICERS AND PERSONNEL AT MCO. THE CFR GROUP TAKE THEIR RESPONSIBILITY VERY SERIOUSLY AND ADMIT THAT THEY MADE A MISTAKE HERE. THEY HAVE TRIED TO USE THIS INCIDENT AS A LEARNING TOOL SO THAT IT WON'T HAPPEN AGAIN.

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.