Narrative:

The flight blocked out of the gate at XA28. The APU was placarded inoperative. The #1 engine was started at the gate and we pushed back. Upon taxi, the #2 engine was started via the xbleed start checklist. All normal after start and taxi checklists were accomplished. The captain was the PF. When we briefed the takeoff, V1 was calculated to be 137 KIAS. We were given takeoff clearance on runway 19. Takeoff thrust was applied at approximately XA40, at 80 KTS, I called '80 KTS throttle hold, engine instruments check,' engine indications were normal, as was the acceleration of the plane. During takeoff roll, a loud bang was heard and the aircraft veered to the right. The captain rejected the takeoff. At that point of the rejected takeoff, the aircraft's nose continued down the centerline of the runway and slowed normally. We exited the runway to the right and I pointed out that the #2 engine egt was indicating approximately 600 degrees C, at idle thrust. All other indications appeared normal at that time. The captain instructed me to shut down the #2 engine. A normal shutdown procedure was accomplished. We received a radio call from tower indicating that they had seen a small puff of smoke from one of the engines on takeoff roll, just prior to our rejected takeoff. We called operations and requested a tug and assistance with getting a visual inspection of the aircraft. Tower then informed us that some debris which appeared to be engine parts, were found on the runway. The local operations personnel inspected the airplane and determined that the tail pipe of the #2 engine had some debris in it, but there were no other problems indicated with the rest of the aircraft. After all checklist items were accomplished, we exited the aircraft to visually inspect the aircraft. Local operations personnel had fragments of what appeared to be turbine blades, which the airport authority/authorized had brought to them. A visual check of the #2 engine revealed no visible damage to the first visible stage of compressor blades, intake or external housing/cowling. Looking up the tail of the engine revealed considerable damage to the visible turbine blades, and that some debris lay in the tail pipe area. No other damage was visible. All damage was contained in the engine compartment. Callback conversation with reporter revealed the following information: the reporter stated the airplane was a B737-200 with pratt & whitney JT8D-15A engines. The reporter said the cause of the engine failure has not been reported by maintenance but was an engine change.

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Original NASA ASRS Text

Title: A B737-200 DURING TKOF ROLL THE CREW HEARD A LOUD BANG AND THE ACFT VEERED R. TKOF REJECTED. CAUSED BY FAILED R ENG.

Narrative: THE FLT BLOCKED OUT OF THE GATE AT XA28. THE APU WAS PLACARDED INOP. THE #1 ENG WAS STARTED AT THE GATE AND WE PUSHED BACK. UPON TAXI, THE #2 ENG WAS STARTED VIA THE XBLEED START CHKLIST. ALL NORMAL AFTER START AND TAXI CHKLISTS WERE ACCOMPLISHED. THE CAPT WAS THE PF. WHEN WE BRIEFED THE TKOF, V1 WAS CALCULATED TO BE 137 KIAS. WE WERE GIVEN TKOF CLRNC ON RWY 19. TKOF THRUST WAS APPLIED AT APPROX XA40, AT 80 KTS, I CALLED '80 KTS THROTTLE HOLD, ENG INSTS CHK,' ENG INDICATIONS WERE NORMAL, AS WAS THE ACCELERATION OF THE PLANE. DURING TKOF ROLL, A LOUD BANG WAS HEARD AND THE ACFT VEERED TO THE R. THE CAPT REJECTED THE TKOF. AT THAT POINT OF THE REJECTED TKOF, THE ACFT'S NOSE CONTINUED DOWN THE CTRLINE OF THE RWY AND SLOWED NORMALLY. WE EXITED THE RWY TO THE R AND I POINTED OUT THAT THE #2 ENG EGT WAS INDICATING APPROX 600 DEGS C, AT IDLE THRUST. ALL OTHER INDICATIONS APPEARED NORMAL AT THAT TIME. THE CAPT INSTRUCTED ME TO SHUT DOWN THE #2 ENG. A NORMAL SHUTDOWN PROC WAS ACCOMPLISHED. WE RECEIVED A RADIO CALL FROM TWR INDICATING THAT THEY HAD SEEN A SMALL PUFF OF SMOKE FROM ONE OF THE ENGS ON TKOF ROLL, JUST PRIOR TO OUR REJECTED TKOF. WE CALLED OPS AND REQUESTED A TUG AND ASSISTANCE WITH GETTING A VISUAL INSPECTION OF THE ACFT. TWR THEN INFORMED US THAT SOME DEBRIS WHICH APPEARED TO BE ENG PARTS, WERE FOUND ON THE RWY. THE LCL OPS PERSONNEL INSPECTED THE AIRPLANE AND DETERMINED THAT THE TAIL PIPE OF THE #2 ENG HAD SOME DEBRIS IN IT, BUT THERE WERE NO OTHER PROBS INDICATED WITH THE REST OF THE ACFT. AFTER ALL CHKLIST ITEMS WERE ACCOMPLISHED, WE EXITED THE ACFT TO VISUALLY INSPECT THE ACFT. LCL OPS PERSONNEL HAD FRAGMENTS OF WHAT APPEARED TO BE TURBINE BLADES, WHICH THE ARPT AUTH HAD BROUGHT TO THEM. A VISUAL CHK OF THE #2 ENG REVEALED NO VISIBLE DAMAGE TO THE FIRST VISIBLE STAGE OF COMPRESSOR BLADES, INTAKE OR EXTERNAL HOUSING/COWLING. LOOKING UP THE TAIL OF THE ENG REVEALED CONSIDERABLE DAMAGE TO THE VISIBLE TURBINE BLADES, AND THAT SOME DEBRIS LAY IN THE TAIL PIPE AREA. NO OTHER DAMAGE WAS VISIBLE. ALL DAMAGE WAS CONTAINED IN THE ENG COMPARTMENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE AIRPLANE WAS A B737-200 WITH PRATT & WHITNEY JT8D-15A ENGS. THE RPTR SAID THE CAUSE OF THE ENG FAILURE HAS NOT BEEN RPTED BY MAINT BUT WAS AN ENG CHANGE.

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.