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

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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.