Narrative:

The first officer accomplished the takeoff. There were no engine indications of impending compressor stalls until approximately 200 ft AGL. At that time; we experienced moderate oscillations in the right engine instruments associated with multiple compressor stalls. No engine instruments exceeded limitations. The aircraft was cleaned up at engine-out altitude and the engine limit or surge or compressor stall checklist was accomplished. Upon receiving clearance from approach control we turned downwind and reattempted to establish power on the right engine according to the checklist. Once again the right engine stalled. At that point I declared an emergency and accomplished the engine failure/shutdown checklist for the right engine. After completion of all required checklists I notified ramp control of our situation and told them to relay to dispatch. Approach control vectored us for an ILS. The single engine landing was uneventful with a landing weight of 319;600 pounds. The aircraft was taxied and stopped; whereupon air rescue/fire fighting (arff) examined the right engine for any fire indications. Upon completion of the engine inspection we were released by arff. The aircraft was taxied to ramp parked. Normal shutdown checklists were accomplished. The discrepancy was written up in the logbook. Maintenance and the assistant chief pilot were debriefed. At the end of the day I realized it would have been more prudent to talk directly with dispatch than ramp control.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B767-300 experienced a compressor stall after takeoff. The crew followed procedures; shut down the engine; declared an emergency; and returned to departure airport.

Narrative: The First Officer accomplished the takeoff. There were no engine indications of impending compressor stalls until approximately 200 FT AGL. At that time; we experienced moderate oscillations in the right engine instruments associated with multiple compressor stalls. No engine instruments exceeded limitations. The aircraft was cleaned up at engine-out altitude and the Engine Limit or Surge or Compressor Stall Checklist was accomplished. Upon receiving clearance from Approach Control we turned downwind and reattempted to establish power on the right engine according to the checklist. Once again the right engine stalled. At that point I declared an emergency and accomplished the Engine Failure/Shutdown Checklist for the right engine. After completion of all required checklists I notified Ramp Control of our situation and told them to relay to Dispatch. Approach Control vectored us for an ILS. The single engine landing was uneventful with a landing weight of 319;600 LBS. The aircraft was taxied and stopped; whereupon Air Rescue/Fire Fighting (ARFF) examined the right engine for any fire indications. Upon completion of the engine inspection we were released by ARFF. The aircraft was taxied to ramp parked. Normal shutdown checklists were accomplished. The discrepancy was written up in the logbook. Maintenance and the Assistant Chief Pilot were debriefed. At the end of the day I realized it would have been more prudent to talk directly with Dispatch than Ramp Control.

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.