A320
Flight Crew Air Transport Pilot (ATP)
Workload; Training / Qualification
Aircraft Equipment Problem Critical
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Aircraft
I was acting as PIC and Flying Pilot on this flight.  Right after takeoff; Engine #2 Failed with loud bang and jolt. I remained Flying Pilot. Emergency was declared and Captain Emergency Authority exercised. We executed Aircraft Emergency procedures relating to the engine failure. Emergency Equipment was requested.  Flight attendants were advised of the situation and landing expectations.  Aircraft landed safely at a nearby major airport. After stopping on the runway and setting the brake; the aircraft was met on the runway by emergency equipment to inspect and assess the aircraft; and then they escorted us to the gate. Logbook entries made for Engine Failure and Overweight Landing.  The First Officer provided careful; comprehensive; and overall excellent support of working through procedures; checklists; etc. throughout the entire event. The flight attendant crew assured proper cabin procedures; followed instructions; and ensured a calm; orderly and safe arrival at the gate with happy passengers.  Air Traffic Control provided immediate; accurate; and continued expeditious handling and coordination throughout the entire event. Airfield Rescue and Fire Fighters were in position and ready at the time of landing to inspect the aircraft and assure a safe taxi to the gate. In my opinion; the entire crew; ATC; and Emergency system worked well together for an uneventful outcome other than the engine needing repair.
The Captain stabilized the flight path and called for ECAM actions. Tower called to ask intentions. The Captain told me to declare an emergency and we made a decision to fly to a nearby major airport. The decision was based on several factors including the overweight aircraft; runway length; precision approach availability; crash/fire rescue resources and time required to complete appropriate checklist. We believe this decision was consistent with the Land ASAP of the ENG 2 FAIL abnormal procedure. We resumed the ECAM for ENG 2 FAIL (in flight) and after 'no relight'; the ECAM was completed assuming engine damage based on aural cues and observation of the ENG 2 gauges. While the Captain; using the autopilot; flew to a nearby large airport; I completed the ENG 2 SHUT DOWN procedure; Overweight Landing procedure and set up the approach in the MCDU. The Captain took over responsibility for most of the radio communications and provided a 'cabin advisory' to the flight attendants. The Captain conducted a stabilized ILS approach visual conditions. After an uneventful; overweight landing; the aircraft was brought to a stop on the runway for inspection by crash fire rescue. The Captain set the parking brake and told the passengers to remain seated. After determining that it was safe to continue; the Captain taxied to the gate while I completed the After Landing checklist. The aircraft parked at the gate and the parking checklist was completed. The Captain and I reviewed Volume 1 to ensure compliance with appropriate logbook entries and required reports. Additionally; the Captain communicated and coordinated with Dispatch; Maintenance; and the Assistant Chief Pilot. Simulator training and the available procedures allowed us to handle the emergency safely and adequately. Unless the committee has additional recommendations; I believe we handled this to the best of our ability; consistent with Volumes 1 and 2.
An A320's right engine failed after gear retraction so an emergency was declared; the QRH completed and the flight diverted to a nearby major airport for an uneventful single engine landing.