A DC9-50 ON CLB AT 2500 FT DECLARED AN EMER AND DIVERTED DUE TO #1 ENG FLAMEOUT CAUSED BY A FAILED ENG DRIVEN FUEL PUMP.

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ON INITIAL DEP FROM DTW RWY 21R; PASSING 2500 FT MSL CAPT (PLT AT CTLS) DIRECTED ME TO BRING FLAPS TO 0 DEG POS. SOON AFTER AT APPROX 200 KIAS; I NOTICED SLIGHT ROLL (TO L) AND YAW (NOSE L). IMMEDIATELY I NOTICED FUEL FLOW L ENG AT 0 PPM (LBS PER HR). CONFIRMED INDICATION WITH N1; N2; AND EGT GAUGES; ALL INDICATED FLAMEOUT OF L ENG. AT THAT POINT; CAPT LEVELED ACFT OFF AT 3000 FT MSL; AND I NOTIFIED ATC (DTW DEP) OF OUR SIT DECLARED EMER. ONCE WE ACCELERATED PAST 223 KIAS (VZF) CAPT DIRECTED ME TO RETRACT SLATS AND READ 'ENG FAILURE/FLAMEOUT CHKLIST.' WHILE CAPT STILL AT CTLS AND HANDLING ATC COMS I READ CHKLIST WHILE ENSUING CAPT CONCURRENCE PRIOR TO MOVEMENT OF ANY COCKPIT SWITCHES. FLT ATTENDANTS AND DISPATCH WERE NOTIFIED AS SOON AS WORKLOAD ALLOWED. SINCE OUR TKOF WAS MADE AT NEAR MAX TKOF WT WE TOLD DISPATCH TO VERIFY LNDG PERFORMANCE/ROLLOUT FOR RWY 21R (LONGEST RWY WITH APPROX 12000 FT USABLE LENGTH). DISPATCH CONCURRED WITH OUR PERFORMANCE DATA. CLB; DSCNT; APCH AND LNDG CHKLISTS WERE COMPLETED AND CAPT MADE AN UNEVENTFUL LNDG AT DTW. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS A DC9-50 WITH JT8D-17 ENGS. THE RPTR SAID THE FLAMEOUT WAS CAUSED BY FAILURE OF THE ENG DRIVEN FUEL PUMP.