Narrative:

At bottom of descent, we had experienced surging (compressor stalls) of #1 engine as thrust was increased from idle in order to level at 11000 ft. We again experienced the same problem on leveloff at 8000 ft. This was the second leg of the trip and my first with this first officer. I had flown the first leg, and this was the first officer's leg. The ATC facility had implemented new approach procedures to expedite arrs and this was my first exposure to that new routine. From downwind leg, we received descent clearance to pattern altitude (2500 ft) and shortly thereafter a turn 90 degrees to intercept final. We were high and fast and the ATC frequency was busy. We were told to turn to final and reduce speed to allow a takeoff. I assisted the first officer in configuring the aircraft for expeditious descent while being directed by ATC to contact tower. Shortly after this, the GPWS sounded due to high sink rate. I again assisted the first officer. At this point, I realized I had failed to contact the tower. I switched over about 2 mi on final. The departing aircraft was just beginning its takeoff roll. Because of our unstable confign and the traffic, I directed a go around. Upon applying thrust, #1 engine surged again and egt approached the red line. I retarded the #1 throttle and then coordinated with ATC. Because another flight reported flames from the tailpipe of #1 engine, I requested emergency equipment stand by for the next approach and landing. No visible external signs of a problem were evident and we taxied to the gate normally. Distrs can play a major role in flight safety, as this situation demonstrated. My failure to contact tower was the result of the events. Fortunately, the self xchks I use regularly allowed me to realize the omission and make contact with the tower before a conflict developed.

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Original NASA ASRS Text

Title: THE PLT WITH NUMEROUS PROBS AND DISTRS WAS LATE CALLING FOR LNDG CLRNC EXECUTED GAR. HIS ENG TORCHED AND HE DECLARED AN EMER AND LANDED.

Narrative: AT BOTTOM OF DSCNT, WE HAD EXPERIENCED SURGING (COMPRESSOR STALLS) OF #1 ENG AS THRUST WAS INCREASED FROM IDLE IN ORDER TO LEVEL AT 11000 FT. WE AGAIN EXPERIENCED THE SAME PROB ON LEVELOFF AT 8000 FT. THIS WAS THE SECOND LEG OF THE TRIP AND MY FIRST WITH THIS FO. I HAD FLOWN THE FIRST LEG, AND THIS WAS THE FO'S LEG. THE ATC FACILITY HAD IMPLEMENTED NEW APCH PROCS TO EXPEDITE ARRS AND THIS WAS MY FIRST EXPOSURE TO THAT NEW ROUTINE. FROM DOWNWIND LEG, WE RECEIVED DSCNT CLRNC TO PATTERN ALT (2500 FT) AND SHORTLY THEREAFTER A TURN 90 DEGS TO INTERCEPT FINAL. WE WERE HIGH AND FAST AND THE ATC FREQ WAS BUSY. WE WERE TOLD TO TURN TO FINAL AND REDUCE SPD TO ALLOW A TKOF. I ASSISTED THE FO IN CONFIGURING THE ACFT FOR EXPEDITIOUS DSCNT WHILE BEING DIRECTED BY ATC TO CONTACT TWR. SHORTLY AFTER THIS, THE GPWS SOUNDED DUE TO HIGH SINK RATE. I AGAIN ASSISTED THE FO. AT THIS POINT, I REALIZED I HAD FAILED TO CONTACT THE TWR. I SWITCHED OVER ABOUT 2 MI ON FINAL. THE DEPARTING ACFT WAS JUST BEGINNING ITS TKOF ROLL. BECAUSE OF OUR UNSTABLE CONFIGN AND THE TFC, I DIRECTED A GAR. UPON APPLYING THRUST, #1 ENG SURGED AGAIN AND EGT APCHED THE RED LINE. I RETARDED THE #1 THROTTLE AND THEN COORDINATED WITH ATC. BECAUSE ANOTHER FLT RPTED FLAMES FROM THE TAILPIPE OF #1 ENG, I REQUESTED EMER EQUIP STAND BY FOR THE NEXT APCH AND LNDG. NO VISIBLE EXTERNAL SIGNS OF A PROB WERE EVIDENT AND WE TAXIED TO THE GATE NORMALLY. DISTRS CAN PLAY A MAJOR ROLE IN FLT SAFETY, AS THIS SIT DEMONSTRATED. MY FAILURE TO CONTACT TWR WAS THE RESULT OF THE EVENTS. FORTUNATELY, THE SELF XCHKS I USE REGULARLY ALLOWED ME TO REALIZE THE OMISSION AND MAKE CONTACT WITH THE TWR BEFORE A CONFLICT DEVELOPED.

Data retrieved from NASA's ASRS site as of July 2007 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.