Narrative:

Pushback through takeoff was uneventful completing all checklists in a timely manner. We were cleared into position to hold on runway 27 waiting landing traffic for runway 18R. After takeoff and just before 1500 ft, the so noted the rapid ascent of cabin pressure. At 1500 ft AGL the throttles were moved to the quiet EPR as the captain leveled the aircraft. Upon leveling, the #3 engine began what appeared to be compressor stalls. We reduced engine #3 to 1.4 EPR, which eliminated the stalls. The captain xferred aircraft and radio control to me and began assessing the engine and pressurization problems with the so. I requested straight ahead flight from air traffic. Turning north, #3 engine began compressor stalls again for which we moved the throttle to idle again eliminating the compressor stalls. We determined the problem was serious enough to warrant returning to ZZZ. As the captain and so worked the problem, I informed departure control we would need vectors to return to ZZZ requesting maneuvering space to allow us time to determine the extent of the problem and if fuel dumping would be necessary. No emergency was declared. After several mins of working the problem, the so received a call from the flight attendant with information from a passenger about the appearance of the cargo door. Near that same time, both the captain and so observed the aft cargo door becoming illuminated. Checklists were completed dealing with the abnormals. As a crew, we determined an overweight landing on ZZZ, longest runway would better serve the situation than dumping fuel. Climb, descent and approach checklist were completed, aircraft control returned to the captain and an uneventful landing on runway 18R taxi back to the gate. Callback conversation with reporter revealed the following information: the reporter stated after leaving the gate and waiting for clearance to the runway the cockpit check was accomplished which included the door warning indications and all doors indicated closed and latched. The reporter said at 1500 ft when #3 engine began stalling only then did the aft cargo door light come on. The reporter stated on return to the field it was fund the barrier net was hanging out, inner door surface insulation was missing and 1 suitcase was lost. The reporter said there was no evidence of damage to #3 engine fan blades. The reporter stated maintenance was starting a FOD ingestion check when the crew left for a plane change.

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Original NASA ASRS Text

Title: A B727-200 IN CLB AT 1500 FT DECLARED AN EMER AND RETURNED TO THE FIELD DUE TO THE AFT CARGO OPEN AND #3 ENG STALLING.

Narrative: PUSHBACK THROUGH TKOF WAS UNEVENTFUL COMPLETING ALL CHKLISTS IN A TIMELY MANNER. WE WERE CLRED INTO POS TO HOLD ON RWY 27 WAITING LNDG TFC FOR RWY 18R. AFTER TKOF AND JUST BEFORE 1500 FT, THE SO NOTED THE RAPID ASCENT OF CABIN PRESSURE. AT 1500 FT AGL THE THROTTLES WERE MOVED TO THE QUIET EPR AS THE CAPT LEVELED THE ACFT. UPON LEVELING, THE #3 ENG BEGAN WHAT APPEARED TO BE COMPRESSOR STALLS. WE REDUCED ENG #3 TO 1.4 EPR, WHICH ELIMINATED THE STALLS. THE CAPT XFERRED ACFT AND RADIO CTL TO ME AND BEGAN ASSESSING THE ENG AND PRESSURIZATION PROBS WITH THE SO. I REQUESTED STRAIGHT AHEAD FLT FROM AIR TFC. TURNING N, #3 ENG BEGAN COMPRESSOR STALLS AGAIN FOR WHICH WE MOVED THE THROTTLE TO IDLE AGAIN ELIMINATING THE COMPRESSOR STALLS. WE DETERMINED THE PROB WAS SERIOUS ENOUGH TO WARRANT RETURNING TO ZZZ. AS THE CAPT AND SO WORKED THE PROB, I INFORMED DEP CTL WE WOULD NEED VECTORS TO RETURN TO ZZZ REQUESTING MANEUVERING SPACE TO ALLOW US TIME TO DETERMINE THE EXTENT OF THE PROB AND IF FUEL DUMPING WOULD BE NECESSARY. NO EMER WAS DECLARED. AFTER SEVERAL MINS OF WORKING THE PROB, THE SO RECEIVED A CALL FROM THE FLT ATTENDANT WITH INFO FROM A PAX ABOUT THE APPEARANCE OF THE CARGO DOOR. NEAR THAT SAME TIME, BOTH THE CAPT AND SO OBSERVED THE AFT CARGO DOOR BECOMING ILLUMINATED. CHKLISTS WERE COMPLETED DEALING WITH THE ABNORMALS. AS A CREW, WE DETERMINED AN OVERWT LNDG ON ZZZ, LONGEST RWY WOULD BETTER SERVE THE SIT THAN DUMPING FUEL. CLB, DSCNT AND APCH CHKLIST WERE COMPLETED, ACFT CTL RETURNED TO THE CAPT AND AN UNEVENTFUL LNDG ON RWY 18R TAXI BACK TO THE GATE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED AFTER LEAVING THE GATE AND WAITING FOR CLRNC TO THE RWY THE COCKPIT CHK WAS ACCOMPLISHED WHICH INCLUDED THE DOOR WARNING INDICATIONS AND ALL DOORS INDICATED CLOSED AND LATCHED. THE RPTR SAID AT 1500 FT WHEN #3 ENG BEGAN STALLING ONLY THEN DID THE AFT CARGO DOOR LIGHT COME ON. THE RPTR STATED ON RETURN TO THE FIELD IT WAS FUND THE BARRIER NET WAS HANGING OUT, INNER DOOR SURFACE INSULATION WAS MISSING AND 1 SUITCASE WAS LOST. THE RPTR SAID THERE WAS NO EVIDENCE OF DAMAGE TO #3 ENG FAN BLADES. THE RPTR STATED MAINT WAS STARTING A FOD INGESTION CHK WHEN THE CREW LEFT FOR A PLANE CHANGE.

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.