B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 14500
Situational Awareness
Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Speed All Types
Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Human Factors; Aircraft; Weather
I was the pilot flying on this Flight We took-off and were flying the departure. We started to clean-up at 3;000 FT AGL and commenced an approximate 60 degree right hand turn for the SID. We were cleared to 6;000 FT as per the SID. I was hand-flying the aircraft during the departure and throttles were being commanded with auto-throttle. About this same time; the plane entered IMC with choppy ride conditions. During the last part of the turn; as we were rolling out; flaps were retracted to zero. It was at this point; as we were climbing to 6;000; in choppy ride conditions; that we encountered a stick shaker warning. I immediately lowered the nose; power was advanced; and the warning ceased. As power was advanced; it was then that we discovered the right engine RPM had rolled back in an apparent compressor stall. As per the checklist; the right thrust lever was immediately retarded to idle as the left thrust lever was advanced to save airspeed. We tried advancing the right thrust lever after a short wait but encountered a secondary compressor stall after moving the thrust lever only a small amount. Once again; the right thrust lever was retarded back to idle. During the troubleshooting process for the compressor stall and then trying to fly a very heavy; performance limited aircraft on a single engine; our altitude varied slightly between 4;800 FT and 5;300 FT on the SID. We subsequently declared an emergency with Departure Control and elected to remain at 5;000 FT for our return for an overweight landing. Approach Control vectored us around for our arrival and ILS approach. We completed our emergency checklists; dumped a slight amount of fuel (with approval from Approach Control) and conducted an ILS approach. During the vectoring for our arrival; we tried advancing the right thrust lever one more time; and this time; power came back normally. We subsequently landed with both engines working normally. Landing and taxi-in were normal and uneventful. Continue to emphasize engine failures/compressor stalls not only immediately after take-off but also in a turn and in the weather during training. This type of failure is very insidious and potentially dangerous.
While power was being applied to continue to newly assigned altitude the right engine 'hung' around 40-45 percent N1; possibly compressor stalled. We were in the weather with light to mod chop. Aircraft was being cleaned up; turn was just completed; frequency was very congested; aircraft was heavy; and this was a high workload point in the flight. The asymmetric thrust produced a roll; the nose was lowered and wings leveled. While we stabilized the aircraft and diagnosed the problem our altitude varied from about 4;800 to 5;300 and then an emergency was declared.We returned for maintenance. This deviation occurred during that brief period of time where the aircraft was being stabilized; the malfunction was being recognized and an action plan decided upon. Simulator profiles of 'Engine Failure during critical phase of flight' have proven to be quite beneficial and I would recommend their emphasis going forward.
B767 flight crew experiences an engine rollback climbing out of 5;000 FT that result in a large yaw angle and a momentary stick shaker. The thrust lever for the affected engine is brought to idle and attempts to increase thrust are not successful. An emergency is declared; some fuel is dumped and the flight returns to the departure airport. While being vectored for approach the thrust lever is advanced again and the engine responds normally.