Narrative:

Aircraft experienced a right engine compressor stall shortly after takeoff from ZZZ. During the after takeoff flow; the captain (pilot not flying) dialed the constant torque on takeoff down slowly; and around the 4th or 5th click; the compressor stall occurred. The aircraft was flown on runway heading data up to the MSA of 4100 ft MSL. At this point the compressor stall and coarsened propeller returned to normal conditions; and a left turn was commenced to intercept the original FMS course. The first officer (pilot flying) took control of the communication 1 during the event. The first officer did not declare an emergency or explain the situation to ATC. Flight crew identification: 1) right engine over-temperature. Light illuminated. 2) loud and constant popping/banging noise. 3) yawing moments. 4) shudder of aircraft as prop coarsens. 5) right ng gauge still in effective operating range. 6) right engine itt gauge needle redlined. Flight crew response: the captain correctly identified the situation and commenced with the memory items. The first officer flew the preplanned course of action and took over radios. The captain then completed the emergency/non-normal checklist; and at this point the aircraft regained normal operating parameters. This occurred at about 4000 ft. The first officer made a left turn to resume normal navigation and contacted center at this time and checked on. The first officer had not checked on with center until this time. The first officer did not declare an emergency or explain the situation to ATC. The captain tried to contact dispatch via radio several times; but with no contact. Once landed; the appropriate log entry was filled out and maintenance control was contacted. Flight crew cause: unknown. The aircraft was deiced with type 1; the ecs was off; and the anti-ice was on for takeoff. Full power with calm winds and flaps 0 degrees. Flight crew suggestions: the first officer should have contacted the center and advised them of the situation and planned direction of flight until resolved. I understand our normal procedure this morning would have been to turn left at traffic pattern altitude direct to the VOR in VMC. Because I did not follow this path; ATC may have been confused at our choice to hold runway heading until 4000 ft; but did not query this to me. Supplemental info from acn 821013: during the stall the itt exceeded 965 C and was approximately 1000 C. Several passengers commented on fire shooting out the back of the engine. One thing we noticed was it was -29C on the ground at ZZZ and at 3000 ft AGL it was -17C. With the new memo that came out; I dialed down the ctot very slowly and took off with the ecs on. Callback conversation with reporter revealed the following information: the reporter could shed no light as to the cause of this incident. The aircraft operated normally to destination and the event was entered into the aircraft maintenance log.

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Original NASA ASRS Text

Title: SF340 First Officer reports compressor stall and autocoarsen event during departure. As Captain commences engine failure memory items; engine returns to normal operation. Crew continues to destination.

Narrative: Aircraft experienced a right engine compressor stall shortly after takeoff from ZZZ. During the After takeoff flow; the Captain (pilot not flying) dialed the constant torque on takeoff down slowly; and around the 4th or 5th click; the compressor stall occurred. The aircraft was flown on runway heading data up to the MSA of 4100 ft MSL. At this point the compressor stall and coarsened PROP returned to normal conditions; and a left turn was commenced to intercept the original FMS course. The First Officer (pilot flying) took control of the Communication 1 during the event. The First Officer did not declare an emergency or explain the situation to ATC. Flight Crew ID: 1) Right engine over-temperature. Light illuminated. 2) Loud and constant popping/banging noise. 3) Yawing moments. 4) Shudder of aircraft as prop coarsens. 5) Right Ng gauge still in effective operating range. 6) Right engine ITT gauge needle redlined. Flight Crew Response: The Captain correctly identified the situation and commenced with the memory items. The First Officer flew the preplanned course of action and took over radios. The Captain then completed the emergency/non-normal checklist; and at this point the aircraft regained normal operating parameters. This occurred at about 4000 ft. The First Officer made a left turn to resume normal navigation and contacted Center at this time and checked on. The First Officer had not checked on with Center until this time. The First Officer did not declare an emergency or explain the situation to ATC. The Captain tried to contact Dispatch via radio several times; but with no contact. Once landed; the appropriate log entry was filled out and Maintenance Control was contacted. Flight Crew Cause: Unknown. The aircraft was deiced with Type 1; the ECS was off; and the anti-ice was on for takeoff. Full power with calm winds and flaps 0 degrees. Flight Crew Suggestions: The First Officer should have contacted the Center and advised them of the situation and planned direction of flight until resolved. I understand our normal procedure this morning would have been to turn left at traffic pattern altitude direct to the VOR in VMC. Because I did not follow this path; ATC may have been confused at our choice to hold runway heading until 4000 ft; but did not query this to me. Supplemental info from ACN 821013: During the stall the ITT exceeded 965 C and was approximately 1000 C. Several passengers commented on fire shooting out the back of the engine. One thing we noticed was it was -29C on the ground at ZZZ and at 3000 ft AGL it was -17C. With the new memo that came out; I dialed down the CTOT very slowly and took off with the ECS on. Callback conversation with Reporter revealed the following information: The reporter could shed no light as to the cause of this incident. The aircraft operated normally to destination and the event was entered into the aircraft maintenance log.

Data retrieved from NASA's ASRS site as of April 2012 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.