Narrative:

Due to late inbound arrival; I arrived at the aircraft for flight thirty minutes prior to departure. I found a panel that needed to be repaired on walkaround. Maintenance repaired panel and the rest of the preflight was normal. We pushed back from the gate 10 minutes late. While starting the #2 engine it was noted that it was slow to reach 17% N2. All other indications were normal on start; taxi-out and takeoff. At 80 KTS on the takeoff roll; all engine indications were normal. All was normal with liftoff and gear retraction. At approximately 500 ft AGL; the #2 engine quit for no apparent reason. The captain controled the aircraft and continued to fly the aircraft while I declared an emergency and requested a return to the airport. Upon reaching 1000 ft AGL the captain called for 'altitude hold 180 KTS.' once we accelerated; he called for 'lvl change; 180 KTS.' ATC switched us to approach control. They gave us a turn; but I requested runway heading; and ATC assigned 4000 ft. ATC offered us 2000 ft. We were already at 2300 ft; so ATC gave us 2500 ft and a turn for a crosswind leg. The aircraft was established on the crosswind leg when I got out the engine failure checklist. Starting the engine failure checklist; the captain engaged the autoplt; brought the APU bus online; and spoke with the flight attendants. I then made an announcement to the passenger reassuring them and indicating a return to the airport; and gave ATC the passenger and fuel and no hazard material on board. The captain and I discussed a restart but decided against it. We wondered about fuel contamination and became concerned with #1 engine. Captain took the radios and I continued the engine failure checklist. On downwind we encountered moderate turbulence. The captain queried ATC to see if we were in someone's wake turbulence. The controller said no. With the turbulence and one engine; the autoplt was not doing a good job. At one point the autoplt had us in a steeper than desired bank angle so the captain elected to hand fly. I finished the engine failure checklist and moved on to the single engine landing checklist. I did continually monitor the aircraft control and made callouts as the turbulence was moderate and the aircraft was being tossed around quite a bit. We had a fairly quick trip around the pattern so I wound up doing the descent approach and landing checklist without seeking confirmation from the captain. I confirmed gear down; flap inhibit switch; flaps 15; and speed brake armed. The autobrakes were set to med. We continued to encounter moderate turbulence on final approach; however; the captain had the aircraft under control and we were continually correcting to get the aircraft on speed and to keep it on glide slope and localizer. Upon breaking out of the WX; I observed we were left of the runway and slightly fast; but under control and correcting. At approximately 100 ft; I switched the autobrakes to maximum. We touched down slightly long and fast. The speedbrakes deployed and I made the call. The autobrake inoperative light illuminated and I called 'autobrakes disarmed.' when it became apparent that the aircraft might possibly not stop on the runway; I applied maximum braking along with the captain. The WX at the time of landing was a strong crosswind and moderate rain. We came to a stop with our nose gear just off the end of the runway. We confirmed that there were no injuries in the back of the aircraft and coordinated with emergency personnel. The after-landing checklist was accomplished. After coordinating with the company and emergency personnel; we completed the checklist; pulled the appropriate circuit breaker's; and wrote up the engine failure and overweight landing in the logbook. After more coordination; we completed the shutdown checklist and exited the aircraft.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737-200 ENG FAILED AT 500 FT AFTER TKOF. THE CREW DECLARED AN EMER AND RETURNED TO LAND; STOPPING WITH THE NOSEWHEEL OFF THE RWY END.

Narrative: DUE TO LATE INBND ARR; I ARRIVED AT THE ACFT FOR FLT THIRTY MINUTES PRIOR TO DEP. I FOUND A PANEL THAT NEEDED TO BE REPAIRED ON WALKAROUND. MAINT REPAIRED PANEL AND THE REST OF THE PREFLT WAS NORMAL. WE PUSHED BACK FROM THE GATE 10 MINUTES LATE. WHILE STARTING THE #2 ENG IT WAS NOTED THAT IT WAS SLOW TO REACH 17% N2. ALL OTHER INDICATIONS WERE NORMAL ON START; TAXI-OUT AND TKOF. AT 80 KTS ON THE TKOF ROLL; ALL ENG INDICATIONS WERE NORMAL. ALL WAS NORMAL WITH LIFTOFF AND GEAR RETRACTION. AT APPROX 500 FT AGL; THE #2 ENG QUIT FOR NO APPARENT REASON. THE CAPT CTLED THE ACFT AND CONTINUED TO FLY THE ACFT WHILE I DECLARED AN EMER AND REQUESTED A RETURN TO THE ARPT. UPON REACHING 1000 FT AGL THE CAPT CALLED FOR 'ALT HOLD 180 KTS.' ONCE WE ACCELERATED; HE CALLED FOR 'LVL CHANGE; 180 KTS.' ATC SWITCHED US TO APCH CTL. THEY GAVE US A TURN; BUT I REQUESTED RWY HDG; AND ATC ASSIGNED 4000 FT. ATC OFFERED US 2000 FT. WE WERE ALREADY AT 2300 FT; SO ATC GAVE US 2500 FT AND A TURN FOR A XWIND LEG. THE ACFT WAS ESTABLISHED ON THE XWIND LEG WHEN I GOT OUT THE ENG FAILURE CHKLIST. STARTING THE ENG FAILURE CHKLIST; THE CAPT ENGAGED THE AUTOPLT; BROUGHT THE APU BUS ONLINE; AND SPOKE WITH THE FLT ATTENDANTS. I THEN MADE AN ANNOUNCEMENT TO THE PAX REASSURING THEM AND INDICATING A RETURN TO THE ARPT; AND GAVE ATC THE PAX AND FUEL AND NO HAZARD MATERIAL ON BOARD. THE CAPT AND I DISCUSSED A RESTART BUT DECIDED AGAINST IT. WE WONDERED ABOUT FUEL CONTAMINATION AND BECAME CONCERNED WITH #1 ENG. CAPT TOOK THE RADIOS AND I CONTINUED THE ENG FAILURE CHKLIST. ON DOWNWIND WE ENCOUNTERED MODERATE TURB. THE CAPT QUERIED ATC TO SEE IF WE WERE IN SOMEONE'S WAKE TURB. THE CTLR SAID NO. WITH THE TURB AND ONE ENG; THE AUTOPLT WAS NOT DOING A GOOD JOB. AT ONE POINT THE AUTOPLT HAD US IN A STEEPER THAN DESIRED BANK ANGLE SO THE CAPT ELECTED TO HAND FLY. I FINISHED THE ENG FAILURE CHKLIST AND MOVED ON TO THE SINGLE ENG LNDG CHKLIST. I DID CONTINUALLY MONITOR THE ACFT CTL AND MADE CALLOUTS AS THE TURB WAS MODERATE AND THE ACFT WAS BEING TOSSED AROUND QUITE A BIT. WE HAD A FAIRLY QUICK TRIP AROUND THE PATTERN SO I WOUND UP DOING THE DSCNT APCH AND LNDG CHKLIST WITHOUT SEEKING CONFIRMATION FROM THE CAPT. I CONFIRMED GEAR DOWN; FLAP INHIBIT SWITCH; FLAPS 15; AND SPD BRAKE ARMED. THE AUTOBRAKES WERE SET TO MED. WE CONTINUED TO ENCOUNTER MODERATE TURB ON FINAL APCH; HOWEVER; THE CAPT HAD THE ACFT UNDER CTL AND WE WERE CONTINUALLY CORRECTING TO GET THE ACFT ON SPD AND TO KEEP IT ON GLIDE SLOPE AND LOCALIZER. UPON BREAKING OUT OF THE WX; I OBSERVED WE WERE LEFT OF THE RWY AND SLIGHTLY FAST; BUT UNDER CTL AND CORRECTING. AT APPROX 100 FT; I SWITCHED THE AUTOBRAKES TO MAX. WE TOUCHED DOWN SLIGHTLY LONG AND FAST. THE SPEEDBRAKES DEPLOYED AND I MADE THE CALL. THE AUTOBRAKE INOP LIGHT ILLUMINATED AND I CALLED 'AUTOBRAKES DISARMED.' WHEN IT BECAME APPARENT THAT THE ACFT MIGHT POSSIBLY NOT STOP ON THE RWY; I APPLIED MAX BRAKING ALONG WITH THE CAPT. THE WX AT THE TIME OF LNDG WAS A STRONG XWIND AND MODERATE RAIN. WE CAME TO A STOP WITH OUR NOSE GEAR JUST OFF THE END OF THE RWY. WE CONFIRMED THAT THERE WERE NO INJURIES IN THE BACK OF THE ACFT AND COORDINATED WITH EMER PERSONNEL. THE AFTER-LNDG CHKLIST WAS ACCOMPLISHED. AFTER COORDINATING WITH THE COMPANY AND EMER PERSONNEL; WE COMPLETED THE CHKLIST; PULLED THE APPROPRIATE CB'S; AND WROTE UP THE ENG FAILURE AND OVERWEIGHT LNDG IN THE LOGBOOK. AFTER MORE COORDINATION; WE COMPLETED THE SHUTDOWN CHKLIST AND EXITED THE ACFT.

Data retrieved from NASA's ASRS site as of January 2009 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.