Narrative:

Engine start, maximum power takeoff from runway 8 (first officer flying), and the initial departure were uneventful. Climbing through approximately 11500 ft MSL, and at approximately 250 KIAS accelerating in climb power (autothrottles on 'autoplt off'), the #1 (left) engine failed. The engine failure was characterized by a large thump (jarring the whole aircraft) followed by vibration and yaw/roll to the left. Both pilots confirmed the #1 engine was winding down. For the first few mins following the engine failure, the generator/electrical power cycled on and off several times. The first officer started a turn toward abq. The captain stated that the first officer would continue flying while he ran the checklist and talked to ATC. The captain ran the engine failure/in-flight shutdown checklist, coordinated with the flight attendants/ATC, made a PA, and ran the before landing checklist. The first officer flew a visual approach to an overweight (flaps 28 degrees) landing on runway 8. On landing, tower stated there was no smoke coming from the aircraft. The captain taxied clear of the runway. The arff crews checked the aircraft and found no visual damage. The aircraft was then taxied back to the gate. Supplemental information from acn 515697: both the first officer and I quickly realized that the left engine had failed. Vibration lasted approximately 30 seconds. EPR was close to zero, oil pressure was decreasing. I had no fire indications and I detected no unusual odors in the aircraft. Flight attendants began calling almost at once. I had prebriefed an emergency return to runway 8 and I indicated I wanted the first officer to begin a left turn to abq and to do nothing else but concentrate on flying the aircraft. I declared an emergency and stated my intention to return to abq. Right generator began cycling and I instructed the first officer to increase power on the right engine. I started the APU and confirmed it had picked up the left bus as I ran the engine failure/in-flight shutdown checklist for immediate landing. The #1 flight attendant had come to cockpit while I was running the checklist and I briefed her, 'engine out, expect normal landing in 10 mins, standard signals with no evacuate/evacuation planned.' I made a brief PA informing the passenger that we had a problem with the left engine and were returning to abq for a normal landing. Our path had taken us to a position higher and faster than I liked and I encouraged the first officer to begin to configure and we did. First officer was very sharp and had already set up the ILS runway 8 to back up the visual approach. We had received clearance to descend twice and I believe 2 turns from abq approach. We acquired the field visually and were cleared for the visual approach and cleared to land. I discussed our overweight landing condition with first officer. Our weight was approximately 132800 pounds. I suggested a medium autobrake landing. We completed the before landing checklist momentarily electing flaps 40 degrees to put the aircraft in the slot. The flaps 28 degree landing was performed by the first officer and touchdown was normal at less than 100 FPM vertical speed. Autobrakes disconnected immediately after touchdown. I called the abq tower as we were rolling out and inquired about smoke or fire. I stopped the aircraft just clear of the runway on taxiway A9 and retracted the slats and selected 40 degrees flaps in the event someone initiated an evacuate/evacuation. I made a PA to reassure the passenger, the flight attendant crew, and to head off an evacuate/evacuation. I waited for a check of the left engine by crash fire rescue equipment. They reported all ok and we taxied to the gate. Total time in the air was 10 mins and I still can't believe it. I elected to let the first officer make the landing as he was doing a superior job and I judged that the xfer of aircraft control when I was finally ready to do it would not have been good judgement. The flight attendant crew did a super job also. I had briefed them that they should give me a min after an emergency landing to determine our condition and they did just that. Crash fire rescue equipment was at the aircraft almost immediately. ATC complied with our requests and positioned us to make an almost power off approach. The single frequency approach was very helpful as was the tower's help with scanning the aircraft.

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Original NASA ASRS Text

Title: AN S80 FLC RETURN LAND WHEN THEY LOSE #1 ENG DURING CLB THROUGH 11000 FT 12 MI NE OF ABQ, NM.

Narrative: ENG START, MAX PWR TKOF FROM RWY 8 (FO FLYING), AND THE INITIAL DEP WERE UNEVENTFUL. CLBING THROUGH APPROX 11500 FT MSL, AND AT APPROX 250 KIAS ACCELERATING IN CLB PWR (AUTOTHROTTLES ON 'AUTOPLT OFF'), THE #1 (L) ENG FAILED. THE ENG FAILURE WAS CHARACTERIZED BY A LARGE THUMP (JARRING THE WHOLE ACFT) FOLLOWED BY VIBRATION AND YAW/ROLL TO THE L. BOTH PLTS CONFIRMED THE #1 ENG WAS WINDING DOWN. FOR THE FIRST FEW MINS FOLLOWING THE ENG FAILURE, THE GENERATOR/ELECTRICAL PWR CYCLED ON AND OFF SEVERAL TIMES. THE FO STARTED A TURN TOWARD ABQ. THE CAPT STATED THAT THE FO WOULD CONTINUE FLYING WHILE HE RAN THE CHKLIST AND TALKED TO ATC. THE CAPT RAN THE ENG FAILURE/INFLT SHUTDOWN CHKLIST, COORDINATED WITH THE FLT ATTENDANTS/ATC, MADE A PA, AND RAN THE BEFORE LNDG CHKLIST. THE FO FLEW A VISUAL APCH TO AN OVERWT (FLAPS 28 DEGS) LNDG ON RWY 8. ON LNDG, TWR STATED THERE WAS NO SMOKE COMING FROM THE ACFT. THE CAPT TAXIED CLR OF THE RWY. THE ARFF CREWS CHKED THE ACFT AND FOUND NO VISUAL DAMAGE. THE ACFT WAS THEN TAXIED BACK TO THE GATE. SUPPLEMENTAL INFO FROM ACN 515697: BOTH THE FO AND I QUICKLY REALIZED THAT THE L ENG HAD FAILED. VIBRATION LASTED APPROX 30 SECONDS. EPR WAS CLOSE TO ZERO, OIL PRESSURE WAS DECREASING. I HAD NO FIRE INDICATIONS AND I DETECTED NO UNUSUAL ODORS IN THE ACFT. FLT ATTENDANTS BEGAN CALLING ALMOST AT ONCE. I HAD PREBRIEFED AN EMER RETURN TO RWY 8 AND I INDICATED I WANTED THE FO TO BEGIN A L TURN TO ABQ AND TO DO NOTHING ELSE BUT CONCENTRATE ON FLYING THE ACFT. I DECLARED AN EMER AND STATED MY INTENTION TO RETURN TO ABQ. R GENERATOR BEGAN CYCLING AND I INSTRUCTED THE FO TO INCREASE PWR ON THE R ENG. I STARTED THE APU AND CONFIRMED IT HAD PICKED UP THE L BUS AS I RAN THE ENG FAILURE/INFLT SHUTDOWN CHKLIST FOR IMMEDIATE LNDG. THE #1 FLT ATTENDANT HAD COME TO COCKPIT WHILE I WAS RUNNING THE CHKLIST AND I BRIEFED HER, 'ENG OUT, EXPECT NORMAL LNDG IN 10 MINS, STANDARD SIGNALS WITH NO EVAC PLANNED.' I MADE A BRIEF PA INFORMING THE PAX THAT WE HAD A PROB WITH THE L ENG AND WERE RETURNING TO ABQ FOR A NORMAL LNDG. OUR PATH HAD TAKEN US TO A POS HIGHER AND FASTER THAN I LIKED AND I ENCOURAGED THE FO TO BEGIN TO CONFIGURE AND WE DID. FO WAS VERY SHARP AND HAD ALREADY SET UP THE ILS RWY 8 TO BACK UP THE VISUAL APCH. WE HAD RECEIVED CLRNC TO DSND TWICE AND I BELIEVE 2 TURNS FROM ABQ APCH. WE ACQUIRED THE FIELD VISUALLY AND WERE CLRED FOR THE VISUAL APCH AND CLRED TO LAND. I DISCUSSED OUR OVERWT LNDG CONDITION WITH FO. OUR WT WAS APPROX 132800 LBS. I SUGGESTED A MEDIUM AUTOBRAKE LNDG. WE COMPLETED THE BEFORE LNDG CHKLIST MOMENTARILY ELECTING FLAPS 40 DEGS TO PUT THE ACFT IN THE SLOT. THE FLAPS 28 DEG LNDG WAS PERFORMED BY THE FO AND TOUCHDOWN WAS NORMAL AT LESS THAN 100 FPM VERT SPD. AUTOBRAKES DISCONNECTED IMMEDIATELY AFTER TOUCHDOWN. I CALLED THE ABQ TWR AS WE WERE ROLLING OUT AND INQUIRED ABOUT SMOKE OR FIRE. I STOPPED THE ACFT JUST CLR OF THE RWY ON TXWY A9 AND RETRACTED THE SLATS AND SELECTED 40 DEGS FLAPS IN THE EVENT SOMEONE INITIATED AN EVAC. I MADE A PA TO REASSURE THE PAX, THE FLT ATTENDANT CREW, AND TO HEAD OFF AN EVAC. I WAITED FOR A CHK OF THE L ENG BY CFR. THEY RPTED ALL OK AND WE TAXIED TO THE GATE. TOTAL TIME IN THE AIR WAS 10 MINS AND I STILL CAN'T BELIEVE IT. I ELECTED TO LET THE FO MAKE THE LNDG AS HE WAS DOING A SUPERIOR JOB AND I JUDGED THAT THE XFER OF ACFT CTL WHEN I WAS FINALLY READY TO DO IT WOULD NOT HAVE BEEN GOOD JUDGEMENT. THE FLT ATTENDANT CREW DID A SUPER JOB ALSO. I HAD BRIEFED THEM THAT THEY SHOULD GIVE ME A MIN AFTER AN EMER LNDG TO DETERMINE OUR CONDITION AND THEY DID JUST THAT. CFR WAS AT THE ACFT ALMOST IMMEDIATELY. ATC COMPLIED WITH OUR REQUESTS AND POSITIONED US TO MAKE AN ALMOST PWR OFF APCH. THE SINGLE FREQ APCH WAS VERY HELPFUL AS WAS THE TWR'S HELP WITH SCANNING THE ACFT.

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.