What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-5)On onctober 15, 1998, about 0740 eastern daylight time, a mcdonnell-douglas MD-88, N902DE, operated by delta air lines as flight 915, experienced a loss of power on the right engine as the airplane departed from Logan airport, Boston, Massachusetts. The airplane received minor damage, and there were no injuries to the 2 certificated cockpit crewmembers, 4 cabin attendants, and 128 passengers. Visual meteorological conditions prevailed for the scheduled flight that was destined for atlanta, GA. Flight 915 was operated on an instrument flight rules (IFR) flight plan under 14 CFR part 121 . Accordding to delta air lines, the airplane was under the control of the first officer. After becoming airborne, the pilots felt a light thump, and noticed a nose-right yaw. Examination of the engine instruments revealed the number 2 engine (right side) was no longer producing power. There was no fire indication. An emergency was declared and the pilots requested a return to Boston. The airplane remained under control of the first officer while the captain conducted the checklist, and the right engine was secured. Upon landing gear extension, the nose landing gear was slow in extending, and the pilots requested a control tower flyby to verify its extension. During the flyby, the nose landing gear down light illuminated, after which the pilots positioned the airplane for landing. On final approach, the auxiliary power unit (APU) was started, and after touchdown, the airplane was met by airport fire fighting vehicles at the end of the runway. The remaining engine was secured, and the airplane was towed to the gate where the passengers deplaned throught the jetway. Examination of the engine revealed that the lower cowling had separated from the engine and the upper cowling was deformed. The outer case around the nine combustion chambers in the combustion section of the engine had ruptured on the bottom. The outer case acted as a pressure vessel around the combustion chambers. The combustion chambers in the 5, 6, and 7 o'clock positions were deformed. The engine was retained for further examination.
As the FAA filed it
(-5)ON ONCTOBER 15, 1998, ABOUT 0740 EASTERN DAYLIGHT TIME, A MCDONNELL-DOUGLAS MD-88, N902DE, OPERATED BY DELTA AIR LINES AS FLIGHT 915, EXPERIENCED A LOSS OF POWER ON THE RIGHT ENGINE AS THE AIRPLANE DEPARTED FROM LOGAN AIRPORT, BOSTON, MASSACHUSETTS. THE AIRPLANE RECEIVED MINOR DAMAGE, AND THERE WERE NO INJURIES TO THE 2 CERTIFICATED COCKPIT CREWMEMBERS, 4 CABIN ATTENDANTS, AND 128 PASSENGERS. VISUAL METEOROLOGICAL CONDITIONS PREVAILED FOR THE SCHEDULED FLIGHT THAT WAS DESTINED FOR ATLANTA, GA. FLIGHT 915 WAS OPERATED ON AN INSTRUMENT FLIGHT RULES (IFR) FLIGHT PLAN UNDER 14 CFR PART 121 . ACCORDDING TO DELTA AIR LINES, THE AIRPLANE WAS UNDER THE CONTROL OF THE FIRST OFFICER. AFTER BECOMING AIRBORNE, THE PILOTS FELT A LIGHT THUMP, AND NOTICED A NOSE-RIGHT YAW. EXAMINATION OF THE ENGINE INSTRUMENTS REVEALED THE NUMBER 2 ENGINE (RIGHT SIDE) WAS NO LONGER PRODUCING POWER. THERE WAS NO FIRE INDICATION. AN EMERGENCY WAS DECLARED AND THE PILOTS REQUESTED A RETURN TO BOSTON. THE AIRPLANE REMAINED UNDER CONTROL OF THE FIRST OFFICER WHILE THE CAPTAIN CONDUCTED THE CHECKLIST, AND THE RIGHT ENGINE WAS SECURED. UPON LANDING GEAR EXTENSION, THE NOSE LANDING GEAR WAS SLOW IN EXTENDING, AND THE PILOTS REQUESTED A CONTROL TOWER FLYBY TO VERIFY ITS EXTENSION. DURING THE FLYBY, THE NOSE LANDING GEAR DOWN LIGHT ILLUMINATED, AFTER WHICH THE PILOTS POSITIONED THE AIRPLANE FOR LANDING. ON FINAL APPROACH, THE AUXILIARY POWER UNIT (APU) WAS STARTED, AND AFTER TOUCHDOWN, THE AIRPLANE WAS MET BY AIRPORT FIRE FIGHTING VEHICLES AT THE END OF THE RUNWAY. THE REMAINING ENGINE WAS SECURED, AND THE AIRPLANE WAS TOWED TO THE GATE WHERE THE PASSENGERS DEPLANED THROUGHT THE JETWAY. EXAMINATION OF THE ENGINE REVEALED THAT THE LOWER COWLING HAD SEPARATED FROM THE ENGINE AND THE UPPER COWLING WAS DEFORMED. THE OUTER CASE AROUND THE NINE COMBUSTION CHAMBERS IN THE COMBUSTION SECTION OF THE ENGINE HAD RUPTURED ON THE BOTTOM. THE OUTER CASE ACTED AS A PRESSURE VESSEL AROUND THE COMBUSTION CHAMBERS. THE COMBUSTION CHAMBERS IN THE 5, 6, AND 7 O'CLOCK POSITIONS WERE DEFORMED. THE ENGINE WAS RETAINED FOR FURTHER EXAMINATION.