Narrative:

Shortly after our morning departure we experienced a right engine compressor stall. This occurred at approximately 2500 ft MSL or 1600 ft AGL during the after take-off check. I was pilot flying and the captain was pilot monitoring. Initially after the compressor stall; the aircraft heading yawed about 25 degrees to the right; which I promptly corrected; also made the expected pitch adjustments to compensate for the temporary loss of right engine thrust. Once stabilized I trimmed away the excess aileron and rudder forces then engaged the autopilot. The captain advised tower that we would remain on frequency with them a bit longer and then proceeded with the emergency non normal checklist. Within 5 minutes or less the checklist was complete; both engines were operating normally and we proceeded as usual. We did not declare an emergency. To add additional excitement to the morning; it turned out that a passenger on board must have seen flames from the engine during the stall. He apparently called a friend and told he or she that the aircraft was on fire! That person called tower to relay the message; who then passed it on to ATC and our dispatch. The enroute querying from everyone who received the incorrect information was an added distraction to our flight. We believe the stall occurred due to the extreme temperature inversion that had been present for the past few days. The temperature on the ground prior to take off was about -9C and was about +8C aloft at 1600 ft AGL where the compressor stall occurred. Our passenger may have gotten over excited due to the continuous popping noises and most likely flames coming from the stalled right engine. I really don't know what can be done to help prevent this from reoccurring. We used the first flight of the day cold weather operating policy of bleed air on for take-off. I believe the captain was careful in dialing down the ctot/power. Maybe it's a mechanical issue that makes some engines more stall sensitive that others? I suppose a quicker explanation/announcement to the passengers could have kept them calmer; but it was certainly more important to take care of the problem at hand first. According to our flight attendants; the rest of the passengers were very good throughout!

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Original NASA ASRS Text

Title: An SF-340 First Officer reported experiencing a compressor stall on initial climb. The engine was successfully stabilized and the flight continued normally.

Narrative: Shortly after our morning departure we experienced a right engine compressor stall. This occurred at approximately 2500 FT MSL or 1600 FT AGL during the after take-off check. I was pilot flying and the Captain was pilot monitoring. Initially after the compressor stall; the aircraft heading yawed about 25 degrees to the right; which I promptly corrected; also made the expected pitch adjustments to compensate for the temporary loss of right engine thrust. Once stabilized I trimmed away the excess aileron and rudder forces then engaged the autopilot. The Captain advised Tower that we would remain on frequency with them a bit longer and then proceeded with the emergency non normal checklist. Within 5 minutes or less the checklist was complete; both engines were operating normally and we proceeded as usual. We did not declare an emergency. To add additional excitement to the morning; it turned out that a passenger on board must have seen flames from the engine during the stall. He apparently called a friend and told he or she that the aircraft was on fire! That person called Tower to relay the message; who then passed it on to ATC and our Dispatch. The enroute querying from everyone who received the incorrect information was an added distraction to our flight. We believe the stall occurred due to the extreme temperature inversion that had been present for the past few days. The temperature on the ground prior to take off was about -9C and was about +8C aloft at 1600 FT AGL where the compressor stall occurred. Our passenger may have gotten over excited due to the continuous popping noises and most likely flames coming from the stalled right engine. I really don't know what can be done to help prevent this from reoccurring. We used the first flight of the day cold weather operating policy of bleed air on for take-off. I believe the Captain was careful in dialing down the CTOT/power. Maybe it's a mechanical issue that makes some engines more stall sensitive that others? I suppose a quicker explanation/announcement to the passengers could have kept them calmer; but it was certainly more important to take care of the problem at hand first. According to our flight attendants; the rest of the passengers were very good throughout!

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.