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A B757-200's right engine had a quick series of violent; loud compressor stalls at 2;000 ft after takeoff. An emergency was declared and the aircraft returned to land with the engine at reduced thrust.
| Attributes | |
| ACN | 917791 |
| Time | |
| Date | 201011 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Turbine Engine |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
Normal max power takeoff near max take off weight (249;000 pounds; 250;000 pounds is mtow ). After climb power was set; climbing through around 2;000 ft; we had a quick series of violent loud compressor stalls on the right engine. I immediately retarded the right throttle to idle. First officer declared an emergency. The relief officer presented the QRH engine limit or surge or stall checklist on downwind. In accordance with checklist we cautiously advanced the throttle and; since it ran well at reduced thrust settings; we elected to keep it running. We landed about 50;000 pounds over max landing weight; at a near zero sink rate; well in the touchdown zone with both engines producing thrust. Airport rescue and fire fighting cleared us and we taxied to gate; we got another 757; and flew to our scheduled destination. All passengers elected to travel with us; none elected to not go. Here are a few thoughts on the event. It was a very good thing the relief pilot was in the cockpit for takeoff because it reduced our workload and made for a safer emergency landing. Tower and approach control did a great job. However; someone was not expecting our high approach speed (about 30 KTS faster than normal approach because we were so heavy...) and there was another aircraft landing right in front of us. There should not have been an airplane there.
Original NASA ASRS Text
Title: A B757-200's right engine had a quick series of violent; loud compressor stalls at 2;000 FT after takeoff. An emergency was declared and the aircraft returned to land with the engine at reduced thrust.
Narrative: Normal max power takeoff near max take off weight (249;000 LBS; 250;000 LBS is MTOW ). After climb power was set; climbing through around 2;000 FT; we had a quick series of violent loud compressor stalls on the right engine. I immediately retarded the right throttle to idle. First Officer declared an emergency. The Relief Officer presented the QRH Engine Limit or Surge or Stall Checklist on downwind. IAW checklist we cautiously advanced the throttle and; since it ran well at reduced thrust settings; we elected to keep it running. We landed about 50;000 LBS over max landing weight; at a near zero sink rate; well in the touchdown zone with both engines producing thrust. Airport Rescue and Fire Fighting cleared us and we taxied to gate; we got another 757; and flew to our scheduled destination. All passengers elected to travel with us; none elected to not go. Here are a few thoughts on the event. It was a very good thing the Relief Pilot was in the cockpit for takeoff because it reduced our workload and made for a safer emergency landing. Tower and Approach Control did a great job. However; someone was not expecting our high approach speed (about 30 KTS faster than normal approach because we were so heavy...) and there was another aircraft landing right in front of us. There should not have been an airplane there.
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.