Narrative:

Made a maximum power takeoff to the south off ZZZ. Winds were out of the east but variable and had significant shifts to the north. Takeoff roll was normal; with egt on both engines approaching maximum takeoff. On rotation; right egt continued climbing past 880 degrees. At approximately 400 ft; I reached up to slightly retard the right throttle to reduce egt but before I could pull it back; there were 5 loud explosions accompanied by severe airframe jolts. I was watching the instruments and the right engine showed indications of compressor stalls with the egt turning red and climbing very rapidly. I called out 'compressor stalls right side' and immediately retarded the right throttle which cleared the stalls. With the captain concurring; I retarded the throttle to idle. The right egt indicator showed an overtemp of 1019 degrees. We got an immediate chime from the purser; I quickly took the ics handset and the purser asked; 'did you hear that?' I told him; 'yes; we had a compressor stall on the right engine; we're returning for a landing.' I would have liked to give him more of a brief; but there was too much going on. We were switched to departure; and I informed them we were declaring an emergency and needed to climb straight ahead to 3000 ft and I would get back to them with details. We were cleared to climb straight ahead and I set my attention on backing up the captain in flying the aircraft as we climbed to 3000 ft and leveled off. Once we leveled off; I briefed departure on the problem; souls on board; and fuel. They asked if we would like to land to the north. Since the wind was shifting to the north when we took off; we decided this would be the best idea and the quickest. Departure gave us vectors to the east; at which time the captain called for the 'engine fire/severe damage/separation' checklist. I performed the checklist and shut down the right engine; then very quickly ran through the '1 engine approach and go around' and landing checklists. I was truly swamped trying to accomplish all the checklists and the captain did a great job of prioritizing the important items while flying the airplane. I got the ILS frequency dialed in while we turned final for ZZZ. We finished the checklist prior to the FAF and the captain made an excellent approach and soft landing; rolling out to taxiway where we cleared the runway at crash fire rescue equipment's request. We stopped on the taxiway while crash fire rescue equipment checked the right engine and brakes. They noted the right brake was quite hot; so we held this position while they cooled the brakes using fans. Supplemental information from acn 739605: right after takeoff there was a loud bang and the aircraft dropped and rolled slightly to the left. The purser called me and told me the pilots were aware of it. After several mins we could tell we were turning around and descending. We received no further information until we were on the ground; at which point the captain made a PA explaining that we had severe engine damage. We sat on the taxiway while the brakes were being cooled with fans. After the brakes were cool enough; we taxied to the gate and everyone deplaned via jetbridge. Lack of communication from the cockpit was an issue for me. We never knew if we had been hit or if something fell off the aircraft. Knowing it was an engine failure would have reduced my stress level.

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Original NASA ASRS Text

Title: A B757 PILOT DESCRIBES AN ENG FAILURE AFTER TKOF WITH AN EMERGENCY RETURN. A FLT ATTENDANT RPTS LACK OF BRIEFING FROM EXTREMELY BUSY PILOTS.

Narrative: MADE A MAX PWR TKOF TO THE S OFF ZZZ. WINDS WERE OUT OF THE E BUT VARIABLE AND HAD SIGNIFICANT SHIFTS TO THE N. TKOF ROLL WAS NORMAL; WITH EGT ON BOTH ENGS APCHING MAX TKOF. ON ROTATION; R EGT CONTINUED CLBING PAST 880 DEGS. AT APPROX 400 FT; I REACHED UP TO SLIGHTLY RETARD THE R THROTTLE TO REDUCE EGT BUT BEFORE I COULD PULL IT BACK; THERE WERE 5 LOUD EXPLOSIONS ACCOMPANIED BY SEVERE AIRFRAME JOLTS. I WAS WATCHING THE INSTS AND THE R ENG SHOWED INDICATIONS OF COMPRESSOR STALLS WITH THE EGT TURNING RED AND CLBING VERY RAPIDLY. I CALLED OUT 'COMPRESSOR STALLS R SIDE' AND IMMEDIATELY RETARDED THE R THROTTLE WHICH CLRED THE STALLS. WITH THE CAPT CONCURRING; I RETARDED THE THROTTLE TO IDLE. THE R EGT INDICATOR SHOWED AN OVERTEMP OF 1019 DEGS. WE GOT AN IMMEDIATE CHIME FROM THE PURSER; I QUICKLY TOOK THE ICS HANDSET AND THE PURSER ASKED; 'DID YOU HEAR THAT?' I TOLD HIM; 'YES; WE HAD A COMPRESSOR STALL ON THE R ENG; WE'RE RETURNING FOR A LNDG.' I WOULD HAVE LIKED TO GIVE HIM MORE OF A BRIEF; BUT THERE WAS TOO MUCH GOING ON. WE WERE SWITCHED TO DEP; AND I INFORMED THEM WE WERE DECLARING AN EMER AND NEEDED TO CLB STRAIGHT AHEAD TO 3000 FT AND I WOULD GET BACK TO THEM WITH DETAILS. WE WERE CLRED TO CLB STRAIGHT AHEAD AND I SET MY ATTN ON BACKING UP THE CAPT IN FLYING THE ACFT AS WE CLBED TO 3000 FT AND LEVELED OFF. ONCE WE LEVELED OFF; I BRIEFED DEP ON THE PROB; SOULS ON BOARD; AND FUEL. THEY ASKED IF WE WOULD LIKE TO LAND TO THE N. SINCE THE WIND WAS SHIFTING TO THE N WHEN WE TOOK OFF; WE DECIDED THIS WOULD BE THE BEST IDEA AND THE QUICKEST. DEP GAVE US VECTORS TO THE E; AT WHICH TIME THE CAPT CALLED FOR THE 'ENG FIRE/SEVERE DAMAGE/SEPARATION' CHKLIST. I PERFORMED THE CHKLIST AND SHUT DOWN THE R ENG; THEN VERY QUICKLY RAN THROUGH THE '1 ENG APCH AND GAR' AND LNDG CHKLISTS. I WAS TRULY SWAMPED TRYING TO ACCOMPLISH ALL THE CHKLISTS AND THE CAPT DID A GREAT JOB OF PRIORITIZING THE IMPORTANT ITEMS WHILE FLYING THE AIRPLANE. I GOT THE ILS FREQ DIALED IN WHILE WE TURNED FINAL FOR ZZZ. WE FINISHED THE CHKLIST PRIOR TO THE FAF AND THE CAPT MADE AN EXCELLENT APCH AND SOFT LNDG; ROLLING OUT TO TXWY WHERE WE CLRED THE RWY AT CFR'S REQUEST. WE STOPPED ON THE TXWY WHILE CFR CHKED THE R ENG AND BRAKES. THEY NOTED THE R BRAKE WAS QUITE HOT; SO WE HELD THIS POS WHILE THEY COOLED THE BRAKES USING FANS. SUPPLEMENTAL INFO FROM ACN 739605: RIGHT AFTER TKOF THERE WAS A LOUD BANG AND THE ACFT DROPPED AND ROLLED SLIGHTLY TO THE L. THE PURSER CALLED ME AND TOLD ME THE PLTS WERE AWARE OF IT. AFTER SEVERAL MINS WE COULD TELL WE WERE TURNING AROUND AND DSNDING. WE RECEIVED NO FURTHER INFO UNTIL WE WERE ON THE GND; AT WHICH POINT THE CAPT MADE A PA EXPLAINING THAT WE HAD SEVERE ENG DAMAGE. WE SAT ON THE TXWY WHILE THE BRAKES WERE BEING COOLED WITH FANS. AFTER THE BRAKES WERE COOL ENOUGH; WE TAXIED TO THE GATE AND EVERYONE DEPLANED VIA JETBRIDGE. LACK OF COM FROM THE COCKPIT WAS AN ISSUE FOR ME. WE NEVER KNEW IF WE HAD BEEN HIT OR IF SOMETHING FELL OFF THE ACFT. KNOWING IT WAS AN ENG FAILURE WOULD HAVE REDUCED MY STRESS LEVEL.

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.