Narrative:

Normal taxi and checklist evolution for departure out of islip, ny, (runway 24) destined to ft lauderdale. Aircraft was configured for a normal power/flaps 5 degrees/bleeds off takeoff with ambient conditions 24 degrees C, winds 210 degrees/10 KTS and clear skies. Aircraft cleared for takeoff by tower, first officer advanced throttles, callouts and engine instruments were all normal through V1, vr and V2. After rotate and at approximately V2 +5 KTS a large flock of birds took off directly in front of the jet almost immediately the #2 engine went through a series of compressor stalls (8-10 separate bangs). Tower reported flames coming from the #2 engine and engine indicators suggested that damage had occurred to the motor (ie, high ff and egt in red band) an emergency was immediately declared with isp tower and our intentions to go to kennedy was forwarded to the next controller. Kennedy was the obvious choice with good WX and long runways. Based on the compressor stalls and the fact that foreign objects had entered the engine as well as the indications at full power the captain elected to run the severe damage checklist which resulted in the shutdown of the #2 engine. The first officer continued to fly and talk to ATC while the captain reviewed the checklist complete in the pom, ran the after takeoff, climb and descent checklists. Ny approach advised to expect VOR runway 13L or runway 13R approach. The right switches elected for available length, emergency vehicles were requested, the flight attendants and passenger were notified in that order and company was called via ZZZ radio. Aircraft controls were xferred, the first officer briefed the approach, approach checklist was completed and approach clearance was received. An uneventful overweight landing ensued. Emergency vehicles met the aircraft and the engine and surrounding areas were inspected. Aircraft taxied to the gate and all logbook entries and paperwork were properly documented.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737-200 ON TKOF CLB AT 300 FT DECLARED AN EMER AND DIVERTED DUE TO #2 ENG BIRD STRIKE AND LOSS OF PWR REQUIRING ENG SHUTDOWN.

Narrative: NORMAL TAXI AND CHKLIST EVOLUTION FOR DEP OUT OF ISLIP, NY, (RWY 24) DESTINED TO FT LAUDERDALE. ACFT WAS CONFIGURED FOR A NORMAL PWR/FLAPS 5 DEGS/BLEEDS OFF TKOF WITH AMBIENT CONDITIONS 24 DEGS C, WINDS 210 DEGS/10 KTS AND CLR SKIES. ACFT CLRED FOR TKOF BY TWR, FO ADVANCED THROTTLES, CALLOUTS AND ENG INSTS WERE ALL NORMAL THROUGH V1, VR AND V2. AFTER ROTATE AND AT APPROX V2 +5 KTS A LARGE FLOCK OF BIRDS TOOK OFF DIRECTLY IN FRONT OF THE JET ALMOST IMMEDIATELY THE #2 ENG WENT THROUGH A SERIES OF COMPRESSOR STALLS (8-10 SEPARATE BANGS). TWR RPTED FLAMES COMING FROM THE #2 ENG AND ENG INDICATORS SUGGESTED THAT DAMAGE HAD OCCURRED TO THE MOTOR (IE, HIGH FF AND EGT IN RED BAND) AN EMER WAS IMMEDIATELY DECLARED WITH ISP TWR AND OUR INTENTIONS TO GO TO KENNEDY WAS FORWARDED TO THE NEXT CTLR. KENNEDY WAS THE OBVIOUS CHOICE WITH GOOD WX AND LONG RWYS. BASED ON THE COMPRESSOR STALLS AND THE FACT THAT FOREIGN OBJECTS HAD ENTERED THE ENG AS WELL AS THE INDICATIONS AT FULL PWR THE CAPT ELECTED TO RUN THE SEVERE DAMAGE CHKLIST WHICH RESULTED IN THE SHUTDOWN OF THE #2 ENG. THE FO CONTINUED TO FLY AND TALK TO ATC WHILE THE CAPT REVIEWED THE CHKLIST COMPLETE IN THE POM, RAN THE AFTER TKOF, CLB AND DSCNT CHKLISTS. NY APCH ADVISED TO EXPECT VOR RWY 13L OR RWY 13R APCH. THE R SWITCHES ELECTED FOR AVAILABLE LENGTH, EMER VEHICLES WERE REQUESTED, THE FLT ATTENDANTS AND PAX WERE NOTIFIED IN THAT ORDER AND COMPANY WAS CALLED VIA ZZZ RADIO. ACFT CTLS WERE XFERRED, THE FO BRIEFED THE APCH, APCH CHKLIST WAS COMPLETED AND APCH CLRNC WAS RECEIVED. AN UNEVENTFUL OVERWT LNDG ENSUED. EMER VEHICLES MET THE ACFT AND THE ENG AND SURROUNDING AREAS WERE INSPECTED. ACFT TAXIED TO THE GATE AND ALL LOGBOOK ENTRIES AND PAPERWORK WERE PROPERLY DOCUMENTED.

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.