20020529011699I

(-23) On may 29, 2002, at approximately 0900 local, united airlines A-320 aircraft, N435UA, flight 1676, ord to tpa experienced a number 2 engine shutdown in flight just below 3000FT after takeoff on climb out. The crew reported that at about 2000 feet, EGT and epr began to rise. At about 3000 feet there was a loud bang with an over heat and engine 2 fail message. The shut down and fire procedures were then completed and the flight returned to ord with no fuel being dumped and the aircraft was not overweight on landing . There were 67 passengers on board with a cockpit crew of 2 and a cabin crew of 3. The aircraft taxied to the gate and passengers were deplaned normally. The crew used one fire bottle in flight and during the taxi they used the alternate bottle. At the gate, a technician (mechanic) used another fire extinguisher to spray the turbine/tailpipe area, and an airport fire truck then sprayed the intake and entire engine area. A preliminary inspection of the damage to the engine was conducted at the terminal gate and it was noted that the lp turbine module was destroyed due to an internal fire. All turbine components remained within the engine case, however this failure was contained since there was no evidence of the fire spreading out of the engine case. There was evidence of moderate heat radiation damage spreading to the internal engine cowling, thrust reversers, pylon fairing panels, engine mounts and other external engine components. United airlines sfo engineering revealed that this V-2500 engine, serial number V10390 was a high time engine with 12,780 hours, 4380 cycles and was the original engine that was delivered with the aircraft. During this investigation it was noted that this engine had extensive troubleshooting for flameout's at idle during the previous two days at ord. Several components in the fuel/bleed valve system were replaced, aircraft/engines run numerous times at power, and the original problem fixed. Troubleshooting of those problems was done in coordination with sfo engineering and defective components were confirmed, united airlines engineering and maintenance personnel were satisfied that they had fixed the problem before releasing the aircraft as serviceable before it's departure on flight 1676 on may 29. The aircraft was subsequently towed to the maintenance hanger where the engine was replaced. In addition to the engine, the thrust reversers, reverser actuators, fire detection loops, fan air valve, overpressure valve, and the P2T2 sensor were replaced and other components repaired, all due to heat damage. The pylon structure, engine mounts and pylon fairing panels were inspected for heat damage and were either repaired or replaced and in some case tested ok. Note: incident photographs are in the custody of the reporting inspector.