Narrative:

Last leg of 2-DAY trip. Gross weight 145000 pounds; wind 090 degrees at 8 KTS; temperature 16; runway xxr NOTAM'ed closed requiring runway xyc takeoff. Recalculated data and discussed options after pushback for about 5 mins while parked. Performed a flaps 10 degree bleeds off takeoff maximum power to ensure suitable stopping margin. Takeoff performed by first officer was normal. At approximately 3000 ft MSL with climb power set the #1 engine had several loud bangs accompanied by yaw and indicated compressor stall. I reduced power to approximately 50% N1 and this stabilized the engine. We declared an emergency with ATC; ran the appropriate checklists; informed the flight attendants and briefed the passenger we would be diverting due to landing performance considerations. The first officer flew the airplane in an excellent manner while I coordination with ATC and the others. We got a brief message off to dispatch but no reply as it was a very quick divert. I took the plane on base to runway xz at ZZZ and performed uneventful single engine landing. We checked for hot brakes (none) and the fire chief said all clear. We shut down on the taxiway and waited for 3 hours until company and ZZZ operations got a gate to deplane the passenger. Both the engine malfunction and the overweight landing (143000 pounds) were written up in the logbook and maintenance was debriefed. At this point we turned the aircraft over to company maintenance. Perhaps a better plan for ground handling at ZZZ. There seemed to be a lot of confusion on who would handle us. 3 hours is a long time not to deplane passenger after such an event.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737-700 FLT CREW EXPERIENCED A COMPRESSOR STALL AFTER TAKEOFF. THEY REDUCED POWER; DECLARED AN EMERGENCY; AND DIVERTED TO THE NEAREST SUITABLE AIRPORT.

Narrative: LAST LEG OF 2-DAY TRIP. GROSS WT 145000 LBS; WIND 090 DEGS AT 8 KTS; TEMP 16; RWY XXR NOTAM'ED CLOSED REQUIRING RWY XYC TKOF. RECALCULATED DATA AND DISCUSSED OPTIONS AFTER PUSHBACK FOR ABOUT 5 MINS WHILE PARKED. PERFORMED A FLAPS 10 DEG BLEEDS OFF TKOF MAX PWR TO ENSURE SUITABLE STOPPING MARGIN. TKOF PERFORMED BY FO WAS NORMAL. AT APPROX 3000 FT MSL WITH CLB PWR SET THE #1 ENG HAD SEVERAL LOUD BANGS ACCOMPANIED BY YAW AND INDICATED COMPRESSOR STALL. I REDUCED PWR TO APPROX 50% N1 AND THIS STABILIZED THE ENG. WE DECLARED AN EMER WITH ATC; RAN THE APPROPRIATE CHKLISTS; INFORMED THE FLT ATTENDANTS AND BRIEFED THE PAX WE WOULD BE DIVERTING DUE TO LNDG PERFORMANCE CONSIDERATIONS. THE FO FLEW THE AIRPLANE IN AN EXCELLENT MANNER WHILE I COORD WITH ATC AND THE OTHERS. WE GOT A BRIEF MESSAGE OFF TO DISPATCH BUT NO REPLY AS IT WAS A VERY QUICK DIVERT. I TOOK THE PLANE ON BASE TO RWY XZ AT ZZZ AND PERFORMED UNEVENTFUL SINGLE ENG LNDG. WE CHKED FOR HOT BRAKES (NONE) AND THE FIRE CHIEF SAID ALL CLR. WE SHUT DOWN ON THE TXWY AND WAITED FOR 3 HRS UNTIL COMPANY AND ZZZ OPS GOT A GATE TO DEPLANE THE PAX. BOTH THE ENG MALFUNCTION AND THE OVERWT LNDG (143000 LBS) WERE WRITTEN UP IN THE LOGBOOK AND MAINT WAS DEBRIEFED. AT THIS POINT WE TURNED THE ACFT OVER TO COMPANY MAINT. PERHAPS A BETTER PLAN FOR GND HANDLING AT ZZZ. THERE SEEMED TO BE A LOT OF CONFUSION ON WHO WOULD HANDLE US. 3 HRS IS A LONG TIME NOT TO DEPLANE PAX AFTER SUCH AN EVENT.

Data retrieved from NASA's ASRS site as of May 2009 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.