Narrative:

Flight, an MD83, was pushed back from the gate, taxied and was cleared for takeoff on runway 21C. The takeoff roll was normal. At or immediately after rotation I heard and felt what were probable compressor stalls. The captain pulled the right throttle to idle which significantly reduced compressor stalls. With positive rate of climb, the captain called for gear up. I retracted the gear and, at or about this time, I could smell what appeared to be heated rubber. The captain climbed to approximately 1440 ft MSL, sped up, cleaned up and called for engine failure checklist which was completed. He left the right engine at idle and climbed to approximately 2000 ft MSL. The tower cleared us to land. We completed the remainder of our checklists and the captain made a successful 28 degree flap landing on runway 21L and exited on runway 27L and stopped the aircraft. The passenger were de-boarded via normal procedures from the aircraft forward airstairs. No mishaps or injuries. I made a thorough preflight of aircraft exterior when first arriving at the aircraft that day. The captain also did his own exterior preflight inspection immediately after mine. Also, after taxiing the aircraft to the gate to board the passenger and take on departure fuel, the captain did another exterior preflight inspection. Neither of us found anything out of the normal. Supplemental information from acn 318578: the airplane, an MD83 was parked in a remote ramp at detroit metropolitan wayne airport. My first officer preflted the airplane, and once he climbed aboard, I preflted it as well. Due to the narrowness of the taxiway leading from the remote ramp, which included two 90 degree turns, I paid close attention to the wheelwell area before taxiing off the remote ramp. I was concerned that the narrow taxiway with its sharp 90 degree turns, combined with the length of the airplane, increased the potential of wheel damage. I therefore wanted a reference point on the condition of the airplane prior to taxiing it off the remote ramp. After taxiing the airplane to a jetway gate for boarding, and the airplane now fully loaded, I again preflted the airplane, paying attention to the wheelwell and tires. The condition and status of all tires were excellent. The #4 tire had blown at vr and pieces of debris had been ingested by the #2 engine. As a precautionary measure, emergency equipment had been called. Runway 27L was not being used at the time.

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Original NASA ASRS Text

Title: MD83 ACFT SUFFERS FOREIGN OBJECT DAMAGE INGESTION TO #2 ENG ON TKOF. RETURN LAND.

Narrative: FLT, AN MD83, WAS PUSHED BACK FROM THE GATE, TAXIED AND WAS CLRED FOR TKOF ON RWY 21C. THE TKOF ROLL WAS NORMAL. AT OR IMMEDIATELY AFTER ROTATION I HEARD AND FELT WHAT WERE PROBABLE COMPRESSOR STALLS. THE CAPT PULLED THE R THROTTLE TO IDLE WHICH SIGNIFICANTLY REDUCED COMPRESSOR STALLS. WITH POSITIVE RATE OF CLB, THE CAPT CALLED FOR GEAR UP. I RETRACTED THE GEAR AND, AT OR ABOUT THIS TIME, I COULD SMELL WHAT APPEARED TO BE HEATED RUBBER. THE CAPT CLBED TO APPROX 1440 FT MSL, SPED UP, CLEANED UP AND CALLED FOR ENG FAILURE CHKLIST WHICH WAS COMPLETED. HE LEFT THE R ENG AT IDLE AND CLBED TO APPROX 2000 FT MSL. THE TWR CLRED US TO LAND. WE COMPLETED THE REMAINDER OF OUR CHKLISTS AND THE CAPT MADE A SUCCESSFUL 28 DEG FLAP LNDG ON RWY 21L AND EXITED ON RWY 27L AND STOPPED THE ACFT. THE PAX WERE DE-BOARDED VIA NORMAL PROCS FROM THE ACFT FORWARD AIRSTAIRS. NO MISHAPS OR INJURIES. I MADE A THOROUGH PREFLT OF ACFT EXTERIOR WHEN FIRST ARRIVING AT THE ACFT THAT DAY. THE CAPT ALSO DID HIS OWN EXTERIOR PREFLT INSPECTION IMMEDIATELY AFTER MINE. ALSO, AFTER TAXIING THE ACFT TO THE GATE TO BOARD THE PAX AND TAKE ON DEP FUEL, THE CAPT DID ANOTHER EXTERIOR PREFLT INSPECTION. NEITHER OF US FOUND ANYTHING OUT OF THE NORMAL. SUPPLEMENTAL INFO FROM ACN 318578: THE AIRPLANE, AN MD83 WAS PARKED IN A REMOTE RAMP AT DETROIT METRO WAYNE ARPT. MY FO PREFLTED THE AIRPLANE, AND ONCE HE CLBED ABOARD, I PREFLTED IT AS WELL. DUE TO THE NARROWNESS OF THE TXWY LEADING FROM THE REMOTE RAMP, WHICH INCLUDED TWO 90 DEG TURNS, I PAID CLOSE ATTN TO THE WHEELWELL AREA BEFORE TAXIING OFF THE REMOTE RAMP. I WAS CONCERNED THAT THE NARROW TXWY WITH ITS SHARP 90 DEG TURNS, COMBINED WITH THE LENGTH OF THE AIRPLANE, INCREASED THE POTENTIAL OF WHEEL DAMAGE. I THEREFORE WANTED A REF POINT ON THE CONDITION OF THE AIRPLANE PRIOR TO TAXIING IT OFF THE REMOTE RAMP. AFTER TAXIING THE AIRPLANE TO A JETWAY GATE FOR BOARDING, AND THE AIRPLANE NOW FULLY LOADED, I AGAIN PREFLTED THE AIRPLANE, PAYING ATTN TO THE WHEELWELL AND TIRES. THE CONDITION AND STATUS OF ALL TIRES WERE EXCELLENT. THE #4 TIRE HAD BLOWN AT VR AND PIECES OF DEBRIS HAD BEEN INGESTED BY THE #2 ENG. AS A PRECAUTIONARY MEASURE, EMER EQUIP HAD BEEN CALLED. RWY 27L WAS NOT BEING USED AT THE TIME.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.