Narrative:

We pushed off the gate at XA55 local time and were cleared to taxi to runway 27. The reported winds were the same as the winds that were reported when we landed. Winds 190 variable to 250 degrees at 17 KTS. There was no report of windshear, however, we decided on a maximum EPR takeoff due to the conditions that we encountered on approach and landing. Our aircraft weighed 160000 pounds, which was well below the performance limits for the runway and the climb limits. This was left seat takeoff, with flaps at 15 degrees. We held short for the arrival on an air carrier B727 arrival. They were varying the crab angle as they approached the runway. We heard a power correction just before touchdown and noticed that the touchdown was longer than normal due to winds ballooning the aircraft. The winds were gusting and variable when we began the takeoff roll. Control inputs were constantly changing due to the wind conditions. At about 600 ft in the climb, the #2 engine compressor stalled and I immediately retarded the power lever. Cleanup was accomplished passing 1000 ft. The engine was at idle. The first officer made the comment that he thought the winds might have caused the compressor stall. We were below maximum landing gross weight and could have continued around to a landing at nassau. We discussed the wind conditions, referencing the previous landing by the other B727 and our own approach and landing and the conditions on takeoff and we decided that going to either miami or ft lauderdale would be the best course of action. We had notified nassau tower that we had an engine problem and we then notified departure control that we would like to go to miami. We were cleared to miami. We then evaluated the engine and noticed some vibration in the start lever and the power lever. It was shut down per the checklist procedures. We reconfirmed with ZMA that we had shut down the #2 engine and were declaring an emergency. The flight engineer contacted the company and they asked if we could change our diversion airport to fll. We asked ATC to change our clearance to fll. The difference in time or distance was a couple of mins increase. The landing was uneventful at XE01 local time on runway 27 at fll.

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Original NASA ASRS Text

Title: AN ACR B727 FLC SHUT DOWN THE #2 ENG BECAUSE OF COMPRESSOR STALLS SHORTLY AFTER TKOF. THE FLC DECIDED TO PROCEED TO A DISTANT ALTERNATE BECAUSE OF CONDITIONS AT THEIR TKOF ARPT.

Narrative: WE PUSHED OFF THE GATE AT XA55 LCL TIME AND WERE CLRED TO TAXI TO RWY 27. THE RPTED WINDS WERE THE SAME AS THE WINDS THAT WERE RPTED WHEN WE LANDED. WINDS 190 VARIABLE TO 250 DEGS AT 17 KTS. THERE WAS NO RPT OF WINDSHEAR, HOWEVER, WE DECIDED ON A MAX EPR TKOF DUE TO THE CONDITIONS THAT WE ENCOUNTERED ON APCH AND LNDG. OUR ACFT WEIGHED 160000 LBS, WHICH WAS WELL BELOW THE PERFORMANCE LIMITS FOR THE RWY AND THE CLB LIMITS. THIS WAS L SEAT TKOF, WITH FLAPS AT 15 DEGS. WE HELD SHORT FOR THE ARR ON AN ACR B727 ARR. THEY WERE VARYING THE CRAB ANGLE AS THEY APCHED THE RWY. WE HEARD A PWR CORRECTION JUST BEFORE TOUCHDOWN AND NOTICED THAT THE TOUCHDOWN WAS LONGER THAN NORMAL DUE TO WINDS BALLOONING THE ACFT. THE WINDS WERE GUSTING AND VARIABLE WHEN WE BEGAN THE TKOF ROLL. CTL INPUTS WERE CONSTANTLY CHANGING DUE TO THE WIND CONDITIONS. AT ABOUT 600 FT IN THE CLB, THE #2 ENG COMPRESSOR STALLED AND I IMMEDIATELY RETARDED THE PWR LEVER. CLEANUP WAS ACCOMPLISHED PASSING 1000 FT. THE ENG WAS AT IDLE. THE FO MADE THE COMMENT THAT HE THOUGHT THE WINDS MIGHT HAVE CAUSED THE COMPRESSOR STALL. WE WERE BELOW MAX LNDG GROSS WT AND COULD HAVE CONTINUED AROUND TO A LNDG AT NASSAU. WE DISCUSSED THE WIND CONDITIONS, REFING THE PREVIOUS LNDG BY THE OTHER B727 AND OUR OWN APCH AND LNDG AND THE CONDITIONS ON TKOF AND WE DECIDED THAT GOING TO EITHER MIAMI OR FT LAUDERDALE WOULD BE THE BEST COURSE OF ACTION. WE HAD NOTIFIED NASSAU TWR THAT WE HAD AN ENG PROB AND WE THEN NOTIFIED DEP CTL THAT WE WOULD LIKE TO GO TO MIAMI. WE WERE CLRED TO MIAMI. WE THEN EVALUATED THE ENG AND NOTICED SOME VIBRATION IN THE START LEVER AND THE PWR LEVER. IT WAS SHUT DOWN PER THE CHKLIST PROCS. WE RECONFIRMED WITH ZMA THAT WE HAD SHUT DOWN THE #2 ENG AND WERE DECLARING AN EMER. THE FE CONTACTED THE COMPANY AND THEY ASKED IF WE COULD CHANGE OUR DIVERSION ARPT TO FLL. WE ASKED ATC TO CHANGE OUR CLRNC TO FLL. THE DIFFERENCE IN TIME OR DISTANCE WAS A COUPLE OF MINS INCREASE. THE LNDG WAS UNEVENTFUL AT XE01 LCL TIME ON RWY 27 AT FLL.

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.