Narrative:

We were established on the ILS prm runway 9R into atl just outside of the FAF (burny); flaps 2 degrees; 180 KIAS; engine anti-ice on; when the master caution alerted us to an ECAM for a compressor vane fault. Shortly thereafter the engine indications and sounds confirmed we were experiencing compressor stalls. The ECAM alert changed to engine failure for engine #2. We followed ECAM procedures retarding the #2 thrust lever and waiting 30 seconds for an automatic relight. We configured the aircraft; gear down flaps 3 degrees then saw the engine temperature was in the red arc and proceeded to secure the engine following company procedures. I started the APU and did the landing checklist. At 500 RA we were stable and configured with the ECAM clear. When cleared to land by ATC I informed them that we had lost an engine and may need to stop on the runway to evaluate the situation. Due to the heavy workload and time constraints we did not advise the flight attendants or declare an emergency with ATC. Our attention was focused on the successful completion of the approach to a safe landing. At 50 ft above minimums we saw the approach lights and at minimums completed an uneventful landing. On the landing roll we got another ECAM for an engine over-temperature on the automatic relight attempt. We taxied to the gate; advised dispatch and maintenance of the problem and wrote up the condition in the maintenance log.

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Original NASA ASRS Text

Title: A320 ENG COMPRESSOR STALLED ON FINAL APCH AND ENG SHUT DOWN. FLT CREW WAS ABLE TO COMPLETE CHECKLISTS; CONTINUE APCH AND LAND.

Narrative: WE WERE ESTABLISHED ON THE ILS PRM RWY 9R INTO ATL JUST OUTSIDE OF THE FAF (BURNY); FLAPS 2 DEGS; 180 KIAS; ENG ANTI-ICE ON; WHEN THE MASTER CAUTION ALERTED US TO AN ECAM FOR A COMPRESSOR VANE FAULT. SHORTLY THEREAFTER THE ENG INDICATIONS AND SOUNDS CONFIRMED WE WERE EXPERIENCING COMPRESSOR STALLS. THE ECAM ALERT CHANGED TO ENG FAILURE FOR ENG #2. WE FOLLOWED ECAM PROCS RETARDING THE #2 THRUST LEVER AND WAITING 30 SECONDS FOR AN AUTO RELIGHT. WE CONFIGURED THE ACFT; GEAR DOWN FLAPS 3 DEGS THEN SAW THE ENG TEMP WAS IN THE RED ARC AND PROCEEDED TO SECURE THE ENG FOLLOWING COMPANY PROCS. I STARTED THE APU AND DID THE LNDG CHKLIST. AT 500 RA WE WERE STABLE AND CONFIGURED WITH THE ECAM CLR. WHEN CLRED TO LAND BY ATC I INFORMED THEM THAT WE HAD LOST AN ENG AND MAY NEED TO STOP ON THE RWY TO EVAL THE SITUATION. DUE TO THE HVY WORKLOAD AND TIME CONSTRAINTS WE DID NOT ADVISE THE FLT ATTENDANTS OR DECLARE AN EMER WITH ATC. OUR ATTN WAS FOCUSED ON THE SUCCESSFUL COMPLETION OF THE APCH TO A SAFE LNDG. AT 50 FT ABOVE MINIMUMS WE SAW THE APCH LIGHTS AND AT MINIMUMS COMPLETED AN UNEVENTFUL LNDG. ON THE LNDG ROLL WE GOT ANOTHER ECAM FOR AN ENG OVER-TEMP ON THE AUTO RELIGHT ATTEMPT. WE TAXIED TO THE GATE; ADVISED DISPATCH AND MAINT OF THE PROB AND WROTE UP THE CONDITION IN THE MAINT LOG.

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.