MD-11
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Communication Breakdown
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Procedure; Human Factors
Aircraft X. ARD had previous write-up about compressor stalls on #3 Engine. Maintenance said the morning crew rejected the takeoff for compressor stalls; we read the write-up and maintenance action in detail and discussed the issue. We identified this as a potential threat to our flight. On push back; while starting #1 Engine; we got ENG 1 FADEC ALTN alert; we referred to the QRH; it also identified 'action code' as SW. After engine start; the Captain said we could recycle the switch and asked if I was okay with that; I replied if he was okay; I was okay. We selected FADEC ALTN; then selected it again to the normal function; the alert went away. Later as we taxied out; I thought about the PDM process and not consulting maintenance; but the Captain's action corrected the alert to the proper configuration without any alerts and without an AML write-up; so I resolved my dilemma internally. Prior to taking the runway; the Captain announced he was gonna run-up all the engines a bit higher than usual while holding the brakes to ensure #3 Engine was operating correctly; I replied it was a good idea. It was my take-off (hand flown as briefed) and everything went normal up to about 700 ft. AGL.About 700 ft. AGL; with the gear up and flaps extended; we heard loud bangs associated with a compressor stall (I only heard this before in the sim) and a jolting in the plane; there were no differing indications on any of the engine instruments (all three N1; EGT; and N2 indications were identical). Around 1;000 ft. AGL; the Captain said he was gonna shut the engine down; I said okay with the bias of the previous write-up in the ARD; also thinking we'd go thru the process of 'Throttle-Idle; Fuel Shutoff Switch-Off' (I admit this wasn't the calm and rehearsed engine failure problem in the sim; and I was a bit anxious about the actual compressor stall). About that time; Tower called us and said we had intermittent flames shooting out of the left side (#1 Engine); the Captain said 'left side; I shut down [Engine] #3' (paraphrase). I looked down and noticed 0 fuel flow and the engine N2 decreasing while the banging continued. I exclaimed 'Let's start it back up' thinking #3 wasn't the problem and we definitely needed it if we had to shut down #1! The Captain quickly returned the fuel cutoff switch to on and I saw the N2 increase. I turned the autopilot on (as briefed if we had a problem) and announced I was disconnecting the auto throttles while the Captain told Tower we were returning to the field for compressor stalls and advised ATC. Tower told us to turn left downwind for [Runway] XX and I told the Captain 'I got the plane and the radios' and I replied to Tower. With the autopilot on and above 1;000 ft. AGL; the plane accelerated above Vf and I asked Tower if 2;000 ft. MSL was okay to level off; Tower replied yes. As I started the heading guided turn to the left; I adjusted the altitude to 2;000 ft. and manually retarded all the throttles for level off then selected airspeed 200 knots. With the throttles out of take-off power; the banging went away; I believe Tower said the flames stopped. While flying downwind abeam the field; I began to setup for the approach [Runway] XX; adjusted the minimums (already had it preselected); and announced I was moving the flaps to 15 degrees since they were still extended. Tower asked if we had the field insight; I replied yes and Tower cleared us the visual approach [Runway] XX and cleared to land; I repeated the clearance but said we were gonna fly out a bit to get our normal visual glidepath. After the Captain programmed the FMS and inserted the ILS frequency into the NavRad page; I called for the approach check and turned base to final; on dogleg; I began the descent on glidepath before intercepting the localizer and called for the gear down and before landing check. With the final configuration and checklist complete; I asked the Captain if he wanted the landing since we were an emergency; he took control of the plane with the autopilot on while I briefed him of the FMAs. Landing was uneventful.  We taxied clear onto taxiway XX and waited for the fire truck's inspection. With the all clear (no fire); we terminated the emergency and taxied to parking.Engine compressor stall.Some missteps between the crew while successfully resolving an engine compressor stall. Better crew coordination would simplify resolution.
Alerted that Aircraft X might be returning to ZZZ due to problem with #1 Engine. I immediately contacted ZZZ Tower. I was told; right after flight was wheels up controllers in tower saw sparks/flames coming from left engine and also heard 3 to 4 loud booms. Flight returned to airport and landed without issue on Runway XX. I talked to the Captain. He said that right after takeoff; there was compressor stall #1 Engine. They advised ATC and returned to ZZZ. The aircraft was met by the Fire Department. The Captain said he did not know what caused the loss of the #1 Engine. He also said the maintenance told him there was damage to the engine.
Flight Crew reported compressor stalls on the Number 1 Engine and inadvertently shut down the Number 3 Engine.