Narrative:

On apr/fri/95 during a flight from bos to ewr, we experienced a compressor stall on the #2 engine during the takeoff roll at bos. I decided to continue the takeoff and continue on to ewr as all engine indications were normal. Because strong and gusty xwinds were present, I didn't consider this to be a mechanical discrepancy since it is a well known fact that compressor stalls are not uncommon on the #2 engine on B-727's during strong crosswind takeoffs. This was my first compressor stall as a captain as I am a fairly new captain on B-727's. However, I have experienced probably a dozen B-727 compressor stalls, all on the #2 engine, and all with strong xwinds as a copilot and engineer for the past 5 3/4 yrs at the company. In every case, the capts that I flew with never considered the compressor stalls as anything other than an 'environmental occurrence' and certainly not as a mechanical discrepancy. Furthermore, I have never received any training from the company, or anyone else to suggest otherwise. In addition, my copilot and engineer fully supported my decisions, most notably my copilot, who is a very experienced former B-727 captain with many thousands of hours on the airplane. Because of this, I decided not to make any write-up at ewr. During the final leg of the evening from ewr to msp, the #2 engine again experienced a compressor stall, again, during the takeoff roll and again with strong and gust xwinds. I again elected not to abort the takeoff as this compressor stall was much less noticeable and the engine indications were again completely normal. We continued on to msp with the engines working perfectly. As we terminated the flight at msp, I decided to write up the compressor stalls in the logbook intending it as an 'information write-up' to maintenance in case they had any interest in this. It is important to note that the only reason I made this write-up at all was because 2 compressor stalls occurred and that this might be considered unusual. I wrote: 'compressor stall #2 engine at ewr and at bos.' on morning of apr/mon/95, I fully disclosed the entire series of events to our chief pilot. During our conversation, he informed me that the way the write-up was worded could be a problem. However, he agreed with me that I conducted the flts properly and safely.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC OF AN LGT EXPERIENCED ENG COMPRESSOR STALLS ON THE SAME ENG ON 2 DIFFERENT ARPTS DURING XWIND CONDITIONS. THE ANOMALIES ARE WRITTEN UP IN ACFT RECORD AT THE TERMINATION OF THE DAY'S FLTS.

Narrative: ON APR/FRI/95 DURING A FLT FROM BOS TO EWR, WE EXPERIENCED A COMPRESSOR STALL ON THE #2 ENG DURING THE TKOF ROLL AT BOS. I DECIDED TO CONTINUE THE TKOF AND CONTINUE ON TO EWR AS ALL ENG INDICATIONS WERE NORMAL. BECAUSE STRONG AND GUSTY XWINDS WERE PRESENT, I DIDN'T CONSIDER THIS TO BE A MECHANICAL DISCREPANCY SINCE IT IS A WELL KNOWN FACT THAT COMPRESSOR STALLS ARE NOT UNCOMMON ON THE #2 ENG ON B-727'S DURING STRONG XWIND TKOFS. THIS WAS MY FIRST COMPRESSOR STALL AS A CAPT AS I AM A FAIRLY NEW CAPT ON B-727'S. HOWEVER, I HAVE EXPERIENCED PROBABLY A DOZEN B-727 COMPRESSOR STALLS, ALL ON THE #2 ENG, AND ALL WITH STRONG XWINDS AS A COPLT AND ENGINEER FOR THE PAST 5 3/4 YRS AT THE COMPANY. IN EVERY CASE, THE CAPTS THAT I FLEW WITH NEVER CONSIDERED THE COMPRESSOR STALLS AS ANYTHING OTHER THAN AN 'ENVIRONMENTAL OCCURRENCE' AND CERTAINLY NOT AS A MECHANICAL DISCREPANCY. FURTHERMORE, I HAVE NEVER RECEIVED ANY TRAINING FROM THE COMPANY, OR ANYONE ELSE TO SUGGEST OTHERWISE. IN ADDITION, MY COPLT AND ENGINEER FULLY SUPPORTED MY DECISIONS, MOST NOTABLY MY COPLT, WHO IS A VERY EXPERIENCED FORMER B-727 CAPT WITH MANY THOUSANDS OF HRS ON THE AIRPLANE. BECAUSE OF THIS, I DECIDED NOT TO MAKE ANY WRITE-UP AT EWR. DURING THE FINAL LEG OF THE EVENING FROM EWR TO MSP, THE #2 ENG AGAIN EXPERIENCED A COMPRESSOR STALL, AGAIN, DURING THE TKOF ROLL AND AGAIN WITH STRONG AND GUST XWINDS. I AGAIN ELECTED NOT TO ABORT THE TKOF AS THIS COMPRESSOR STALL WAS MUCH LESS NOTICEABLE AND THE ENG INDICATIONS WERE AGAIN COMPLETELY NORMAL. WE CONTINUED ON TO MSP WITH THE ENGS WORKING PERFECTLY. AS WE TERMINATED THE FLT AT MSP, I DECIDED TO WRITE UP THE COMPRESSOR STALLS IN THE LOGBOOK INTENDING IT AS AN 'INFO WRITE-UP' TO MAINT IN CASE THEY HAD ANY INTEREST IN THIS. IT IS IMPORTANT TO NOTE THAT THE ONLY REASON I MADE THIS WRITE-UP AT ALL WAS BECAUSE 2 COMPRESSOR STALLS OCCURRED AND THAT THIS MIGHT BE CONSIDERED UNUSUAL. I WROTE: 'COMPRESSOR STALL #2 ENG AT EWR AND AT BOS.' ON MORNING OF APR/MON/95, I FULLY DISCLOSED THE ENTIRE SERIES OF EVENTS TO OUR CHIEF PLT. DURING OUR CONVERSATION, HE INFORMED ME THAT THE WAY THE WRITE-UP WAS WORDED COULD BE A PROB. HOWEVER, HE AGREED WITH ME THAT I CONDUCTED THE FLTS PROPERLY AND SAFELY.

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.