Narrative:

Departing with wind at 030 degrees at 25 KTS maximum power used. Engine anti-ice on. At 100 ft after rotation the aircraft yawed and a series of loud bangs were heard from the left rear along with severe vibration. I observed the left EPR gauge surging up and down and the engine speeds were surging as well. I immediately declared an emergency and requested priority handling back to ZZZ. The engine failure checklist was accomplished and then I briefed the flight attendants and then the passenger. The engine failure checklist called for retarding the power lever which stopped the surging and the popping and banging and severe vibration. The before landing checklist was completed and a quick brief for an ILS approach was accomplished. A normal touchdown occurred and I taxied the aircraft off the runway onto the taxiway for the arff personnel to inspect the aircraft. They found no fire or other hazards so I taxied to the gate and deplaned the passenger. I then called the FAA as per instructed. The supervisor advised that they had witnessed the entire thing and saw a 20 ft ball of flame coming out of the left engine. I thanked him and his staff for the excellent priority handling of the situation. I then completed the maintenance logbook entry requirements and then spoke to the maintenance technician who showed me his cell phone picture of the engine and the damage. The bullet area was dangling and the compressor blades were severely damaged. He reported that the engine was a total loss. It initially appeared to be a compressor stall but turned out to be that the engine ingested something which caused catastrophic damage. Dispatch was then called and briefed. Aircraft was landed overweight at 136000 pounds. Touchdown was normal with a 200 FPM sink rate. Captain's emergency authority/authorized was used. The aircraft was landed by the first officer as per my decision since the engine was still at idle with no apparent adverse damage at that time.

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Original NASA ASRS Text

Title: AN MD-80 FLT CREW SHUT DOWN AN ENGINE SHORTLY AFTER TAKEOFF BECAUSE OF SEVERE VIBRATION AND SURGING.

Narrative: DEPARTING WITH WIND AT 030 DEGS AT 25 KTS MAX PWR USED. ENG ANTI-ICE ON. AT 100 FT AFTER ROTATION THE ACFT YAWED AND A SERIES OF LOUD BANGS WERE HEARD FROM THE L REAR ALONG WITH SEVERE VIBRATION. I OBSERVED THE L EPR GAUGE SURGING UP AND DOWN AND THE ENG SPDS WERE SURGING AS WELL. I IMMEDIATELY DECLARED AN EMER AND REQUESTED PRIORITY HANDLING BACK TO ZZZ. THE ENG FAILURE CHKLIST WAS ACCOMPLISHED AND THEN I BRIEFED THE FLT ATTENDANTS AND THEN THE PAX. THE ENG FAILURE CHKLIST CALLED FOR RETARDING THE PWR LEVER WHICH STOPPED THE SURGING AND THE POPPING AND BANGING AND SEVERE VIBRATION. THE BEFORE LNDG CHKLIST WAS COMPLETED AND A QUICK BRIEF FOR AN ILS APCH WAS ACCOMPLISHED. A NORMAL TOUCHDOWN OCCURRED AND I TAXIED THE ACFT OFF THE RWY ONTO THE TXWY FOR THE ARFF PERSONNEL TO INSPECT THE ACFT. THEY FOUND NO FIRE OR OTHER HAZARDS SO I TAXIED TO THE GATE AND DEPLANED THE PAX. I THEN CALLED THE FAA AS PER INSTRUCTED. THE SUPVR ADVISED THAT THEY HAD WITNESSED THE ENTIRE THING AND SAW A 20 FT BALL OF FLAME COMING OUT OF THE L ENG. I THANKED HIM AND HIS STAFF FOR THE EXCELLENT PRIORITY HANDLING OF THE SITUATION. I THEN COMPLETED THE MAINT LOGBOOK ENTRY REQUIREMENTS AND THEN SPOKE TO THE MAINT TECHNICIAN WHO SHOWED ME HIS CELL PHONE PICTURE OF THE ENG AND THE DAMAGE. THE BULLET AREA WAS DANGLING AND THE COMPRESSOR BLADES WERE SEVERELY DAMAGED. HE RPTED THAT THE ENG WAS A TOTAL LOSS. IT INITIALLY APPEARED TO BE A COMPRESSOR STALL BUT TURNED OUT TO BE THAT THE ENG INGESTED SOMETHING WHICH CAUSED CATASTROPHIC DAMAGE. DISPATCH WAS THEN CALLED AND BRIEFED. ACFT WAS LANDED OVERWT AT 136000 LBS. TOUCHDOWN WAS NORMAL WITH A 200 FPM SINK RATE. CAPT'S EMER AUTH WAS USED. THE ACFT WAS LANDED BY THE FO AS PER MY DECISION SINCE THE ENG WAS STILL AT IDLE WITH NO APPARENT ADVERSE DAMAGE AT THAT TIME.

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.