Narrative:

After takeoff we executed a normal departure leveling at 3000 ft MSL/250KTS while turning 270 then direct per ATC clearance. Shortly after beginning a climb to 10;000 ft the right engine experienced a single; fully audible; compressor stall with associated high tgt. The engine auto-shutdown. With initial observance of high tgt I retarded the right throttle to idle instinctively. However; with N-2 still windmilling at approximately 15% I elected to call for the in flight engine shutdown checklist. Shortly after the first officer began the checklist; with the fuel control turned off; I noticed N-2 at zero. We agreed to continue with the checklist already in progress rather than switch to the severe damage checklist as there were no other indications of engine damage and tgt was dropping. Immediately after stabilizing the aircraft we declared an emergency; leveled off back at 3000 ft; and accepted an immediate turn back as winds were calm. The 020 heading set us up for a base leg but we were already well into the checklist when on the base leg but not nearly complete. I elected to go through the final then made a gentle left 270 degree turn while finishing the checklist and setting up for a less rushed night approach with everything done and the ILS in the FMS. Somewhere during completion of the FMS set-up I overheard the flight attendant's asking each other on the interphone what they thought was happening. Throughout the eternity following the compressor stall; I was well aware of the anxiety among the crew and passengers. Therefore; as there was no likelihood of immediate ATC communications and the first officer had his last tasks under control; I monitored VHF 1 and quickly joined their conversation; briefly telling them what had happened; that we were ok and that I'd brief them and talk to the passengers shortly. Once all checklists were complete I briefed the passengers and completed a quick test briefing on the interphone with lead flight attendant. The 107;00 pound landing and rollout were uneventful. After clearing the runway we were inspected by the crash crew and released to taxi to our gate. During the inspection I notified our dispatcher by cell phone as ATC was unable to contact station personnel. The first officer is to be commended for his support and actions; as are the flight attendants as well! Good CRM made this incident uneventful.

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Original NASA ASRS Text

Title: B717 flight crew an engine failure during climb and returned to their departure airport after declaring an emergency.

Narrative: After takeoff we executed a normal departure leveling at 3000 FT MSL/250KTS while turning 270 then direct per ATC clearance. Shortly after beginning a climb to 10;000 FT the right engine experienced a single; fully audible; compressor stall with associated high TGT. The engine auto-shutdown. With initial observance of high TGT I retarded the right throttle to idle instinctively. However; with N-2 still windmilling at approximately 15% I elected to call for the In flight Engine Shutdown checklist. Shortly after the First Officer began the checklist; with the Fuel Control turned off; I noticed N-2 at zero. We agreed to continue with the checklist already in progress rather than switch to the Severe Damage checklist as there were no other indications of engine damage and TGT was dropping. Immediately after stabilizing the aircraft we declared an Emergency; leveled off back at 3000 FT; and accepted an immediate turn back as winds were calm. The 020 heading set us up for a base leg but we were already well into the checklist when on the base leg but not nearly complete. I elected to go through the final then made a gentle left 270 degree turn while finishing the checklist and setting up for a less rushed night approach with everything done and the ILS in the FMS. Somewhere during completion of the FMS set-up I overheard the FA's asking each other on the interphone what they thought was happening. Throughout the eternity following the compressor stall; I was well aware of the anxiety among the crew and passengers. Therefore; as there was no likelihood of immediate ATC communications and the First Officer had his last tasks under control; I monitored VHF 1 and quickly joined their conversation; briefly telling them what had happened; that we were OK and that I'd brief them and talk to the passengers shortly. Once all checklists were complete I briefed the passengers and completed a quick TEST briefing on the interphone with Lead FA. The 107;00 pound landing and rollout were uneventful. After clearing the runway we were inspected by the crash crew and released to taxi to our gate. During the inspection I notified our Dispatcher by cell phone as ATC was unable to contact station personnel. The First Officer is to be commended for his support and actions; as are the flight attendants as well! Good CRM made this incident uneventful.

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.