Narrative:

Shortly after takeoff, on climb out, the right engine failed explosively. There was a loud bang and severe vibration at the time of occurrence. It was my leg and I regained control of the aircraft and continued to fly and talk to ATC while the captain ran the emergency checklists. ATC kept prompting us as to when we wanted to return to the field for landing. I asked the captain if he felt we had completed enough of the checklists and he indicated that we should start back to the field for the landing. I relayed this to ATC and they immediately gave us a sharp turn back to the field, a speed reduction, and a descent. The captain was still extremely busy completing the required checklists, making a PA to the passenger, gathering the numbers that ATC wanted, and talking with the flight attendants. ATC called shortly after the initial turn to the field and told us to intercept the runway 18R localizer. I asked the captain to set the FMS and radios up for the intercept as I was busy making the descent, speed reduction, and flying the aircraft. I didn't want to thumb through my books looking for the approach at the expense of flying the airplane. We simply didn't have enough time to get set up for the approach based on the vector we were given to field and ended up going through the localizer. At this point, we wound up on the left side approach corridor. ATC gave us a turn back to the runway 18R localizer where we shot an uneventful visual approach to runway 18R. No TCASII or traffic breakouts by ATC resulted. Lessons learned: 1) we let ATC's prompting rush us into an approach we didn't have time to set up for. Next time, we'll get the approach set up before we start in for landing. 2) things are busier in 'real life' than in the simulator. We need to account for that and be willing to slow the pace down if necessary.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN ENG FAILURE FOLLOWED BY A RUSHED APCH AND A TRACK DEV.

Narrative: SHORTLY AFTER TKOF, ON CLBOUT, THE R ENG FAILED EXPLOSIVELY. THERE WAS A LOUD BANG AND SEVERE VIBRATION AT THE TIME OF OCCURRENCE. IT WAS MY LEG AND I REGAINED CTL OF THE ACFT AND CONTINUED TO FLY AND TALK TO ATC WHILE THE CAPT RAN THE EMER CHKLISTS. ATC KEPT PROMPTING US AS TO WHEN WE WANTED TO RETURN TO THE FIELD FOR LNDG. I ASKED THE CAPT IF HE FELT WE HAD COMPLETED ENOUGH OF THE CHKLISTS AND HE INDICATED THAT WE SHOULD START BACK TO THE FIELD FOR THE LNDG. I RELAYED THIS TO ATC AND THEY IMMEDIATELY GAVE US A SHARP TURN BACK TO THE FIELD, A SPD REDUCTION, AND A DSCNT. THE CAPT WAS STILL EXTREMELY BUSY COMPLETING THE REQUIRED CHKLISTS, MAKING A PA TO THE PAX, GATHERING THE NUMBERS THAT ATC WANTED, AND TALKING WITH THE FLT ATTENDANTS. ATC CALLED SHORTLY AFTER THE INITIAL TURN TO THE FIELD AND TOLD US TO INTERCEPT THE RWY 18R LOC. I ASKED THE CAPT TO SET THE FMS AND RADIOS UP FOR THE INTERCEPT AS I WAS BUSY MAKING THE DSCNT, SPD REDUCTION, AND FLYING THE ACFT. I DIDN'T WANT TO THUMB THROUGH MY BOOKS LOOKING FOR THE APCH AT THE EXPENSE OF FLYING THE AIRPLANE. WE SIMPLY DIDN'T HAVE ENOUGH TIME TO GET SET UP FOR THE APCH BASED ON THE VECTOR WE WERE GIVEN TO FIELD AND ENDED UP GOING THROUGH THE LOC. AT THIS POINT, WE WOUND UP ON THE L SIDE APCH CORRIDOR. ATC GAVE US A TURN BACK TO THE RWY 18R LOC WHERE WE SHOT AN UNEVENTFUL VISUAL APCH TO RWY 18R. NO TCASII OR TFC BREAKOUTS BY ATC RESULTED. LESSONS LEARNED: 1) WE LET ATC'S PROMPTING RUSH US INTO AN APCH WE DIDN'T HAVE TIME TO SET UP FOR. NEXT TIME, WE'LL GET THE APCH SET UP BEFORE WE START IN FOR LNDG. 2) THINGS ARE BUSIER IN 'REAL LIFE' THAN IN THE SIMULATOR. WE NEED TO ACCOUNT FOR THAT AND BE WILLING TO SLOW THE PACE DOWN IF NECESSARY.

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.