Narrative:

I was the pilot flying; cruise altitude was FL320; clear visibility and light turbulence. We also had a jumpseater. ATC assigns our flight to descend and maintain FL240. While descending we felt a 'thud' and heard a 'popping' noise originating from the right side of the aircraft. Shortly after we received the following ECAM - engine 2 stall. We were at approximately FL250. The captain; stated; 'you have the airplane; ATC; I will perform ECAM actions.' the engine continued to stall. Before initiating ECAM; the captain called for me to reduce power on the right engine. After confirming the 'right thrust lever;' I reduced power on the right engine and the engine stalls discontinued at thrust idle. When the engine stalls discontinued; ECAM - engine 2 stall cleared.ATC instructed us to descend and maintain one; one thousand feet (11;000 ft). We accepted the descent and the captain asked me to increase engine two thrust in an effort to recheck the operation of the engine. A total of 3 attempts to increase thrust would all result in the engine stalling with power settings just above idle. (At this time we received a 'cabin call' from a flight attendant. We ignored the 'cabin call' yet called and spoke to the lead flight attendant several minutes later explaining the situation.) thrust was then set to idle and the captain performed communication - engine 1 (2) stall resulting in an engine shut down. Communication engine 1 (2) shut down was referenced and completed. The APU was started and used. I declared an emergency with ATC while continuing the descent to our destination airport. Captain notified dispatch via ACARS that we had declared an emergency. Captain also called the cabin and spoke with the lead flight attendant explaining the type of emergency; evacuation would not be necessary; estimated time before landing and that we would be bringing the aircraft to a stop on the runway for emergency vehicle aircraft. Approximately 15 NM from our destination the captain requested control of the aircraft before landing and I notified the passengers. Airport tower ATC asked if we needed emergency vehicles. We stated affirmative. ATIS weather conditions were calm winds; 10 SM visibility and clear skies; temperature 24 due point 22; altimeter 29.97. The landing was a visual approach backed up with the RNAV runway 18 made with flaps 3 configuration; engine 1 autothrust mct; hand flown inside the FAF. The captain brought the aircraft to a stop using medium autobrakes and idle reverse on the operating engine; set the parking brake and made a PA; 'flight attendants stations.' as a precaution we referenced the emergency evacuation checklist. Airport fire and rescue approached the airplane to assess the exterior condition of the aircraft. Fire and rescue stated the aircraft appeared to be good condition. The captain made another PA announcement; 'remain seated; remain seated.' we then taxied the aircraft; exiting the runway; performed the after landing checklist and proceeded to the gate without further incident. Learned that the low bleed valve on the iae engines have issues; hopefully a fix will be forthcoming soon. Also perhaps a read file to other pilots that this issue is happening and that they should review appropriate checklist for engine compressor stalls.

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Original NASA ASRS Text

Title: An A320 ECAM alerted ENG 2 STALL during descent; so an emergency was declared; the Captain completed the ENG 1 (2) STALL ECAM; the engine was shutdown and the flight continued to the filed destination.

Narrative: I was the pilot flying; cruise altitude was FL320; clear visibility and light turbulence. We also had a jumpseater. ATC assigns our flight to descend and maintain FL240. While descending we felt a 'thud' and heard a 'popping' noise originating from the right side of the aircraft. Shortly after we received the following ECAM - ENG 2 STALL. We were at approximately FL250. The Captain; stated; 'You have the airplane; ATC; I will perform ECAM Actions.' The engine continued to stall. Before initiating ECAM; the Captain called for me to reduce power on the right engine. After confirming the 'right Thrust Lever;' I reduced power on the right engine and the engine stalls discontinued at thrust idle. When the engine stalls discontinued; ECAM - ENG 2 STALL cleared.ATC instructed us to descend and maintain one; one thousand feet (11;000 FT). We accepted the descent and the Captain asked me to increase engine two thrust in an effort to recheck the operation of the engine. A total of 3 attempts to increase thrust would all result in the engine stalling with power settings just above idle. (At this time we received a 'cabin call' from a flight attendant. We ignored the 'cabin call' yet called and spoke to the Lead Flight Attendant several minutes later explaining the situation.) Thrust was then set to idle and the Captain performed COM - ENG 1 (2) STALL resulting in an engine shut down. COM ENG 1 (2) SHUT DOWN was referenced and completed. The APU was started and used. I declared an emergency with ATC while continuing the descent to our destination airport. Captain notified Dispatch via ACARS that we had declared an emergency. Captain also called the cabin and spoke with the Lead Flight Attendant explaining the type of emergency; evacuation would not be necessary; estimated time before landing and that we would be bringing the aircraft to a stop on the runway for emergency vehicle aircraft. Approximately 15 NM from our destination the Captain requested control of the aircraft before landing and I notified the passengers. Airport Tower ATC asked if we needed emergency vehicles. We stated affirmative. ATIS weather conditions were calm winds; 10 SM visibility and clear skies; temperature 24 due point 22; altimeter 29.97. The landing was a visual approach backed up with the RNAV Runway 18 made with Flaps 3 configuration; Engine 1 autothrust MCT; hand flown inside the FAF. The Captain brought the aircraft to a stop using medium autobrakes and idle reverse on the operating engine; set the parking brake and made a PA; 'Flight Attendants Stations.' As a precaution we referenced the Emergency Evacuation Checklist. Airport Fire and Rescue approached the airplane to assess the exterior condition of the aircraft. Fire and Rescue stated the aircraft appeared to be good condition. The Captain made another PA announcement; 'Remain Seated; Remain Seated.' We then taxied the aircraft; exiting the runway; performed the After Landing Checklist and proceeded to the gate without further incident. Learned that the low bleed valve on the IAE engines have issues; hopefully a fix will be forthcoming soon. Also perhaps a read file to other pilots that this issue is happening and that they should review appropriate checklist for engine compressor stalls.

Data retrieved from NASA's ASRS site as of July 2013 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.