Narrative:

Clear skies and light winds at departure. Captain was the pilot flying while I was the pilot monitoring. Airport configuration was with departures on runway xx. [We were] cleared to taxi to runway xx for departure. I requested a new ATIS via ACARS while taxiing away from the ramp area. At this time the closeout came over the printer and the takeoff weight came in 1900 pounds over the plan. A new weight and balance was requested via ACARS for takeoff on runway xx. Reported winds on the ATIS were 200 at 5 KTS. The tailwind for runway xx was noted and the new tps was checked for maximum tailwind allowed. A 1060 pound penalty per knot of tailwind was noted and we were legal for takeoff on runway xx up to maximum 10 knot tailwind component aircraft limitation. The tailwind was considerably less than 10 KTS and we set up for a maximum power takeoff. [We had a] normal takeoff on runway xx with a turn to heading 359. Contacted departure control and immediately cleared to 15000 ft. At approximately 2300 ft we experienced a loud bang along with a quick; solid bump. I noticed N1 and N2 both at zero and called out 'engine failure; left engine.' I declared an emergency with ATC and requested vectors to a nearby airport with long runways per the captain's takeoff brief. We were told to maintain current altitude (2300). Captain flew the aircraft and talked with ATC as I began QRH procedures for engine fire/damage/separation. Completed this checklist while coordinating with the captain to the point of bugs set for landing. At this point I saw we were approximately 3-4 miles out for landing and made the decision to complete the mechanical landing checklist and stay 'with the captain' the remainder of the flight. There was some confusion as to which tower frequency we should be on and I confirmed approximately a 1-2 mile final that we were indeed cleared to land at the diversion airport. Landed via visual approach and cleared the runway. [I] coordinated with airfield rescue and fire fighters as captain made a PA to the passengers. Airfield rescue and fire fighters confirmed no sign of damage or fire to the left engine. After some coordination with the company; a taxi to gate was accomplished. Time from takeoff to landing was 7 minutes; landed approximately 5 minutes after engine failure occurred. I was mainly involved in checklists throughout the brief flight but felt very in touch with everything that was going on in the cockpit (ATC; flight attendant brief; passengers; etc). I thought the captain did an outstanding job handling all these responsibilities.

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Original NASA ASRS Text

Title: A MD80 Crew reported an engine failure at 2;300 FT after takeoff. The crew declared an emergency and diverted to a nearby airport with long runways per their pre-takeoff briefing.

Narrative: Clear skies and light winds at departure. Captain was the pilot flying while I was the pilot monitoring. Airport configuration was with departures on Runway XX. [We were] cleared to taxi to Runway XX for departure. I requested a new ATIS via ACARS while taxiing away from the ramp area. At this time the closeout came over the printer and the takeoff weight came in 1900 LBS over the plan. A new weight and balance was requested via ACARS for takeoff on Runway XX. Reported winds on the ATIS were 200 at 5 KTS. The tailwind for Runway XX was noted and the new TPS was checked for maximum tailwind allowed. A 1060 LB penalty per knot of tailwind was noted and we were legal for takeoff on Runway XX up to maximum 10 knot tailwind component aircraft limitation. The tailwind was considerably less than 10 KTS and we set up for a maximum power takeoff. [We had a] normal takeoff on Runway XX with a turn to heading 359. Contacted Departure Control and immediately cleared to 15000 FT. At approximately 2300 FT we experienced a loud bang along with a quick; solid bump. I noticed N1 and N2 both at zero and called out 'engine failure; left engine.' I declared an emergency with ATC and requested vectors to a nearby airport with long runways per the Captain's takeoff brief. We were told to maintain current altitude (2300). Captain flew the aircraft and talked with ATC as I began QRH procedures for Engine Fire/Damage/Separation. Completed this checklist while coordinating with the Captain to the point of bugs set for landing. At this point I saw we were approximately 3-4 miles out for landing and made the decision to complete the mechanical landing checklist and stay 'with the Captain' the remainder of the flight. There was some confusion as to which Tower frequency we should be on and I confirmed approximately a 1-2 mile final that we were indeed cleared to land at the diversion airport. Landed via visual approach and cleared the runway. [I] coordinated with Airfield Rescue and Fire Fighters as Captain made a PA to the passengers. Airfield Rescue and Fire Fighters confirmed no sign of damage or fire to the left engine. After some coordination with the company; a taxi to gate was accomplished. Time from takeoff to landing was 7 minutes; landed approximately 5 minutes after engine failure occurred. I was mainly involved in checklists throughout the brief flight but felt very in touch with everything that was going on in the cockpit (ATC; Flight Attendant brief; passengers; etc). I thought the Captain did an outstanding job handling all these responsibilities.

Data retrieved from NASA's ASRS site as of April 2012 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.