Narrative:

On a heavy weight departure the crew experienced multiple loud bangs and the aircraft shuddered. It happened shortly after passing 500ft; and commencing our first turn. All instruments looked normal; so we assumed that we had some kind of structural damage. The configuration of slats extend; flaps 10; and gear up was maintained. The crew elected to air turn back. A fuel jettison was required; and departure cleared us to hold at 11000 ft. Once there with the [fuel] jettison commenced; we cleaned up all required checklists; and coordinated with the dispatcher and maintenance for the return. Also spoke to the engineer on duty; and he concurred with our plan. An ILS approach was set up for; and briefed. After jettisoning 120;000 lbs of fuel; we requested vectors to the ILS. A normal approach was flown to a normal max landing weight landing. No crash fire rescue equipment was requested after landing. Normal taxi and normal shutdown. The mechanic did a full exterior inspection; and found no damage. The crew prepared for another departure while he was doing his inspection. Another 120;000 lbs was uploaded. The aircraft logbook was cleaned up; and we were cleared to proceed again. After being cleared to proceed from our last air turn back; we accomplished a normal pushback; startup; taxi; and heavy weight takeoff. Again commencing the first turn on the [departure procedure] at approximately 500 ft; we experienced the same loud bangs and shudder; but more pronounced. This time the number three engine indicated multiple severe compressor stalls. The PF (first officer) pulled back number three throttle; and pushed the power up on number one and two throttles. A brief fuel jettison was accomplished on the climb out. The engine recovered from the compressor stalls; and power on number three throttle was slowly increased. We decided to accomplish another air turn back. For the remainder of the fuel jettison; we were again cleared to hold as published at 11000 ft. Once established in holding and the fuel jettison commenced; we again cleaned up checklists and coordinated with the dispatcher; engineer; and maintenance. Set up for and briefed the ILS. After the jettisoning of 120;000 lbs; we accepted vectors to the ILS. Normal approach; max landing weight landing; and taxi. No crash fire rescue equipment was requested. Turned plane over to maintenance; and went into crew rest.

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Original NASA ASRS Text

Title: MD-11 Captain reported returning to the departure airport twice after experiencing a compressor stall shortly after both takeoffs.

Narrative: On a heavy weight departure the crew experienced multiple loud bangs and the aircraft shuddered. It happened shortly after passing 500ft; and commencing our first turn. All instruments looked normal; so we assumed that we had some kind of structural damage. The configuration of slats extend; flaps 10; and gear up was maintained. The crew elected to air turn back. A fuel jettison was required; and Departure cleared us to hold at 11000 ft. Once there with the [fuel] jettison commenced; we cleaned up all required checklists; and coordinated with the Dispatcher and Maintenance for the return. Also spoke to the Engineer on duty; and he concurred with our plan. An ILS approach was set up for; and briefed. After jettisoning 120;000 lbs of fuel; we requested vectors to the ILS. A normal approach was flown to a normal max landing weight landing. No CFR was requested after landing. Normal taxi and normal shutdown. The mechanic did a full exterior inspection; and found no damage. The crew prepared for another departure while he was doing his inspection. Another 120;000 lbs was uploaded. The aircraft logbook was cleaned up; and we were cleared to proceed again. After being cleared to proceed from our last air turn back; we accomplished a normal pushback; startup; taxi; and heavy weight takeoff. Again commencing the first turn on the [departure procedure] at approximately 500 ft; we experienced the same loud bangs and shudder; but more pronounced. This time the number three engine indicated multiple severe compressor stalls. The PF (FO) pulled back number three throttle; and pushed the power up on number one and two throttles. A brief fuel jettison was accomplished on the climb out. The engine recovered from the compressor stalls; and power on number three throttle was slowly increased. We decided to accomplish another air turn back. For the remainder of the fuel jettison; we were again cleared to hold as published at 11000 ft. Once established in holding and the fuel jettison commenced; we again cleaned up checklists and coordinated with the dispatcher; Engineer; and maintenance. Set up for and briefed the ILS. After the jettisoning of 120;000 lbs; we accepted vectors to the ILS. Normal approach; max landing weight landing; and taxi. No CFR was requested. Turned plane over to maintenance; and went into crew rest.

Data retrieved from NASA's ASRS site 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.