MD-11
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Distraction; Time Pressure; Troubleshooting; Workload
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Aircraft
At approx 1;000 feet in the climbout from Runway XX and ZZZ I experienced what I believed to be a series of compressor stalls on the number 3 engine.  I the First Officer was pilot flying during this event. I observed several loud bang/thud sounds that were accompanied by a pronounced airframe shudder and what felt like random yawing motions.  After the third or so bang; I also observed the number 3 engine N1 gauge surge up and down coincident with the sounds and airframe shudders. After seeing the N1 gauge movements; I manually reduced thrust on all three engines to approximately 2/3 power.  I believe sometime around this thrust reduction is when the banging and shuddering stopped. In total; I believe we experienced approximately 5 to 7 distinct; noticeable bangs and shudders but I cannot say for sure. I did not see any overtemp or excessive vibration indications.Some time during the compressor stall sequence; ATC told us that they observed the number 3 engine smoking during our takeoff and climb. I don't remember exactly when ATC called us during the sequence. At this point; we got clearance to level off at 4;000 feet while we ran the compressor stall QRH and decided to return to ZZZ shortly thereafter.  Due to our high takeoff weight; we coordinated with ATC to facilitate a planned fuel dump. ATC cleared us to hold and climbed us up to 12;000 feet for our dump.  We dumped approximately XX;000 lbs of fuel in about 15 minutes.  Once our dump was complete and we landed uneventfully and taxied back to the ramp. We did not request emergency services however; they were in place awaiting our arrival anyways and they followed us to the ramp.Since neither of the remaining 2 engines exhibited any problems at all; I do not know what lead to the one engine's condition.  Since all three engines were exposed to the same operating conditions; I am at a loss for why only the one engine had problems during the conditions that all three engines were exposed to. I believe my manual thrust reduction action may have been when the stall sequence stopped but; I cannot say for certain.
Passing approximately 1;000 feet MSL on departure from Runway XX and ZZZ we heard several (4-5) loud bangs and felt aircraft vibration. The First Officer (FO) was flying and he noticed fluctuation of the number 3 engine N1 and a slight; momentary yaw to the right. Departure control then informed us that the tower had seen 'black smoke' coming from our right engine. The FO reduced thrust on all engines as we transitioned the climb thrust altitude. We experienced no further abnormal engine indications for the remainder of the flight. We coordinated with ATC to return and made a quick call to Operations to appraise them of our situation and ask them to relay that information to maintenance. We ran the ENGINE COMPRESSOR STALL checklist in the QRH. Although the engine operation appeared normal; we opted to increase bleed air demand on all engines as a precaution. Furthermore; even though the engine operation appeared normal; we decided that it would not be prudent to remain airborne for 3 to 4 hours burning fuel.  We therefore asked ATC for fuel dump instructions. The controller instructed us to climb to 12;000 feet and to prepare to hold.During a slow climb to altitude; being careful not to approach the thrust level that existed at the time of the compressor stall; we [advised ATC]; reviewed the FUEL DUMP checklist and sent a diversion ACARS message to Dispatch. Shortly after level off ATC cleared us to commence dumping fuel while proceeding to the holding pattern. We dumped roughly XX;000 lbs over the next 15 minutes during which time we thoroughly discussed our situation; reviewed contingencies; and built and briefed an ILS approach to Runway XY. The Captain flew an uneventful approach and landing with Autocontrols off inside 1;000 feet. We exited the runway; waved off the responding emergency vehicles and taxied to our ramp. Due to lack of parking; we blocked in on the ramp main taxi line; checked in with Maintenance on the intercom; shut down the engines; made Maintenance Log entries; contacted the Duty Officer then scurried to the recovery bird.
MD11 flight crew and a dispatcher reported the aircraft's number 3 engine had a compressor stall on departure.