Narrative:

We were climbing out of mco passing through about 14000 ft when we heard a loud bang. My first officer was flying and having flown the C141 extensively, he immediately reacted as he did with that aircraft (which I am told had a lot of compressor stalls) and pulled the l-hand throttle to idle. I grabbed the qrc and ran the compressor stall checklist. I then slowly advanced the throttle to check it out, and it seemed fine. We started to continue the climb to comply with our clearance. Shortly afterward, we noticed that although the l-hand engine was within limits, the egt was about 60-70 degrees hotter than the right, and the fuel flow was about 600 pounds higher than the r-hand engine. I began to discuss return to base with my first officer and jump seat rider (who is a B767 first officer). About this time, the egt began to climb into the yellow range, so I brought it to idle. I called ZJX and declared an emergency and advised our crew that we were going to return to base. I took control of the aircraft, and we got clearance to turn and descend. I had our jump seat rider talk to the flight attendants initially, and contact dispatch, while we ran checklists and headed back. He also called mco operations for us. When workload permitted I called the purser and advised her of the situation and suggested a cabin advisory. While in idle the engine stayed within limits, so I left it running and shot an uneventful ILS to landing.

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Original NASA ASRS Text

Title: A B767 CREW, DEPARTING MCO, EXPERIENCED AN ENG COMPRESSOR STALL ACCOMPANIED BY ABNORMAL ENG READINGS. A RETURN TO MCO WAS ACCOMPLISHED.

Narrative: WE WERE CLBING OUT OF MCO PASSING THROUGH ABOUT 14000 FT WHEN WE HEARD A LOUD BANG. MY FO WAS FLYING AND HAVING FLOWN THE C141 EXTENSIVELY, HE IMMEDIATELY REACTED AS HE DID WITH THAT ACFT (WHICH I AM TOLD HAD A LOT OF COMPRESSOR STALLS) AND PULLED THE L-HAND THROTTLE TO IDLE. I GRABBED THE QRC AND RAN THE COMPRESSOR STALL CHKLIST. I THEN SLOWLY ADVANCED THE THROTTLE TO CHK IT OUT, AND IT SEEMED FINE. WE STARTED TO CONTINUE THE CLB TO COMPLY WITH OUR CLRNC. SHORTLY AFTERWARD, WE NOTICED THAT ALTHOUGH THE L-HAND ENG WAS WITHIN LIMITS, THE EGT WAS ABOUT 60-70 DEGS HOTTER THAN THE R, AND THE FUEL FLOW WAS ABOUT 600 LBS HIGHER THAN THE R-HAND ENG. I BEGAN TO DISCUSS RETURN TO BASE WITH MY FO AND JUMP SEAT RIDER (WHO IS A B767 FO). ABOUT THIS TIME, THE EGT BEGAN TO CLB INTO THE YELLOW RANGE, SO I BROUGHT IT TO IDLE. I CALLED ZJX AND DECLARED AN EMER AND ADVISED OUR CREW THAT WE WERE GOING TO RETURN TO BASE. I TOOK CTL OF THE ACFT, AND WE GOT CLRNC TO TURN AND DSND. I HAD OUR JUMP SEAT RIDER TALK TO THE FLT ATTENDANTS INITIALLY, AND CONTACT DISPATCH, WHILE WE RAN CHKLISTS AND HEADED BACK. HE ALSO CALLED MCO OPS FOR US. WHEN WORKLOAD PERMITTED I CALLED THE PURSER AND ADVISED HER OF THE SIT AND SUGGESTED A CABIN ADVISORY. WHILE IN IDLE THE ENG STAYED WITHIN LIMITS, SO I LEFT IT RUNNING AND SHOT AN UNEVENTFUL ILS TO LNDG.

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.