A B757 had a compressor stall on takeoff so the crew completed the QRH; declared an emergency and diverted to a nearby airport with a long runway where normal landing was made with two engines.
Synopsis
A B757 had a compressor stall on takeoff so the crew completed the QRH; declared an emergency and diverted to a nearby airport with a long runway where normal landing was made with two engines.
Narrative
Taking off; I was pilot not flying; at approximately 600 FT AGL we experienced a compressor stall on the right engine. [It was a] very loud bang and an aggressive yaw. We weighed 222.5 and had done a max EPR takeoff of 1.45 EPR. The Captain continued to fly the airplane as we both analyzed the situation. We both confirmed it was the right engine so the Captain retarded the right throttle. We set up for a V2 cut climb with a 200 FPM vertical speed. I talked to ATC (declared an emergency) and got a safe heading and a climb to 3;000 FT. I then ran the QRH for Engine Surge and/or Stall. The engine recovered and operated normal after accomplishing the steps in the QRH by advancing the throttle. We determined that proceeding to [a nearby airport] was the most prudent course of action due to heavy weight and longer runway. After telling ATC our plan to go to [a nearby airport]; I contacted Dispatch and talked to the Flight Attendants and the passengers. The Captain briefed the approach to Runway 25 and we ran the appropriate checklists for the approach and landing. From that point on; it was a very normal approach and landing into 25. We taxied to the gate as fire equipment followed.
Second reporter narrative
[We] started both engines after push. #2 engine self shutdown after start. [We] returned to gate. Mechanic trouble shot right engine with direction from Maintenance Control. After determining that the engine had no internal damage it was test run for 3-5 minutes and it operated normally. Normal pushback and engine start. [We had a] normal taxi out to the runway. During the maximum thrust takeoff roll no abnormal indications. At 600 FT AGL we had a loud bang followed by considerable aircraft yaw. It appeared that the right engine had compressor stalled. We went onto the single engine takeoff profile; retarded the right throttle and declared an emergency. At 1;500 FT called for the QRH. The correct QRH checklist was identified and run on downwind at 3;000 FT. The engine correctly responded to the throttle per the checklist. At this time we went from considering an emergency overweight single engine approach and landing back into the departure airport to having two engines. We proceeded to a nearby airport preferring much longer runways. [We conducted an] overweight landing at that airport followed by normal taxi in. No injuries; no damage to aircraft. Human factors: with little training on the new QRH it took 1;500 FT more climb to identify and run the correct checklist. Once found and identified the checklist was fine. Outstanding assistance from Tower; TRACON; and the divert Tower/Ground.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.