Narrative:

Departing ZZZ first officer was PF and captain was PNF. Departure runway 30; flaps 2 degrees at reduced power. Aircraft gross weight was approximately 160000 pounds. Takeoff clearance was left turn 230 degree climb to 3000 ft MSL. Takeoff was normal with left turn to 230 degrees. Passing 1200-1400 ft MSL; we heard very loud airflow type noise. My initial thought was that we had a gear door problem. Took quick scan at gear indicator and engine screen but no irregular indications. About that time we heard a loud popping noise; but we had no associated yaw or airframe vibration. We decided to bring #1 engine to idle to clear popping noise; thinking we had a possible compressor stall. With engine at idle power all abnormal noises stopped. At this time we now had an EPR mode failure ECAM. Captain performed ECAM procedures and said we could attempt to add power on #1 engine. As this was going on we continue climb to 3000 ft and started northbound turn to set up for ILS runway 19R at ZZZ. When we attempted to add power on #1 engine noise/popping returned so we pulled engine back to idle. Engine indications on screens never showed any significant abnormal indications throughout entire abnormal operation. Captain and first officer decided to operate engine at idle through landing unless we got another indication that would make us want to shut engine down. We continued northbound until captain had completed checklists and coordination with cabin crew and dispatch. Requested a base turn from approach when captain said he was ready. Approach vectored us to join runway 19R ILS at 3000 ft MSL. Started to configure once GS came alive. Let autoplt fly aircraft while I manually controled thrust. Disconnected autoplt at approximately 200-300 ft AGL. Normal landing and rollout on runway 19R. After clearing runway 19R we stopped aircraft; shut down #1; and allowed fire crew to inspect engine and brakes. After getting all clear from fire crew we taxied to ramp. About 50 yards short of gate fire crew told us they saw residual smoke from #1 engine. We stopped once again and allowed them to re-inspect engine as they were escorting us to gate. Once given the all clear again we had maintenance tow us into gate. Supplemental information from acn 743855: the apparent cause of the engine failure was visibly evident. Several of the acoustic liner panels aft of the main engine fan had come off and blocked normal airflow from the fan.

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Original NASA ASRS Text

Title: AN A320 CREW RPTS SEVERAL ACOUSTIC LINER PANELS AFT OF ENG FAN CAME OFF AND BLOCKED NORMAL AIR FLOW DURING TKOF. AN EMER WAS DECLARED WITH RETURN TO LNDG.

Narrative: DEPARTING ZZZ FO WAS PF AND CAPT WAS PNF. DEP RWY 30; FLAPS 2 DEGS AT REDUCED PWR. ACFT GROSS WT WAS APPROX 160000 LBS. TKOF CLRNC WAS L TURN 230 DEG CLB TO 3000 FT MSL. TKOF WAS NORMAL WITH L TURN TO 230 DEGS. PASSING 1200-1400 FT MSL; WE HEARD VERY LOUD AIRFLOW TYPE NOISE. MY INITIAL THOUGHT WAS THAT WE HAD A GEAR DOOR PROB. TOOK QUICK SCAN AT GEAR INDICATOR AND ENG SCREEN BUT NO IRREGULAR INDICATIONS. ABOUT THAT TIME WE HEARD A LOUD POPPING NOISE; BUT WE HAD NO ASSOCIATED YAW OR AIRFRAME VIBRATION. WE DECIDED TO BRING #1 ENG TO IDLE TO CLR POPPING NOISE; THINKING WE HAD A POSSIBLE COMPRESSOR STALL. WITH ENG AT IDLE PWR ALL ABNORMAL NOISES STOPPED. AT THIS TIME WE NOW HAD AN EPR MODE FAILURE ECAM. CAPT PERFORMED ECAM PROCS AND SAID WE COULD ATTEMPT TO ADD PWR ON #1 ENG. AS THIS WAS GOING ON WE CONTINUE CLB TO 3000 FT AND STARTED NBOUND TURN TO SET UP FOR ILS RWY 19R AT ZZZ. WHEN WE ATTEMPTED TO ADD PWR ON #1 ENG NOISE/POPPING RETURNED SO WE PULLED ENG BACK TO IDLE. ENG INDICATIONS ON SCREENS NEVER SHOWED ANY SIGNIFICANT ABNORMAL INDICATIONS THROUGHOUT ENTIRE ABNORMAL OP. CAPT AND FO DECIDED TO OPERATE ENG AT IDLE THROUGH LNDG UNLESS WE GOT ANOTHER INDICATION THAT WOULD MAKE US WANT TO SHUT ENG DOWN. WE CONTINUED NBOUND UNTIL CAPT HAD COMPLETED CHKLISTS AND COORD WITH CABIN CREW AND DISPATCH. REQUESTED A BASE TURN FROM APCH WHEN CAPT SAID HE WAS READY. APCH VECTORED US TO JOIN RWY 19R ILS AT 3000 FT MSL. STARTED TO CONFIGURE ONCE GS CAME ALIVE. LET AUTOPLT FLY ACFT WHILE I MANUALLY CTLED THRUST. DISCONNECTED AUTOPLT AT APPROX 200-300 FT AGL. NORMAL LNDG AND ROLLOUT ON RWY 19R. AFTER CLRING RWY 19R WE STOPPED ACFT; SHUT DOWN #1; AND ALLOWED FIRE CREW TO INSPECT ENG AND BRAKES. AFTER GETTING ALL CLR FROM FIRE CREW WE TAXIED TO RAMP. ABOUT 50 YARDS SHORT OF GATE FIRE CREW TOLD US THEY SAW RESIDUAL SMOKE FROM #1 ENG. WE STOPPED ONCE AGAIN AND ALLOWED THEM TO RE-INSPECT ENG AS THEY WERE ESCORTING US TO GATE. ONCE GIVEN THE ALL CLR AGAIN WE HAD MAINT TOW US INTO GATE. SUPPLEMENTAL INFO FROM ACN 743855: THE APPARENT CAUSE OF THE ENG FAILURE WAS VISIBLY EVIDENT. SEVERAL OF THE ACOUSTIC LINER PANELS AFT OF THE MAIN ENG FAN HAD COME OFF AND BLOCKED NORMAL AIRFLOW FROM THE FAN.

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.