SF340 First Officer experiences a mild compressor stall after leveling off at 11;000 FT during descent. Engine recovered on its own and the flight crew continued to their destination.
Synopsis
SF340 First Officer experiences a mild compressor stall after leveling off at 11;000 FT during descent. Engine recovered on its own and the flight crew continued to their destination.
Narrative
On the descent phase of flight; the aircraft leveled off after a descent from 14;000 to 11;000 FT. Right after level off; we heard two pops and associated vibrations though the aircraft. The aircraft yawed left slightly; the left ignition light came on; and the master caution with left bleed fault/left bleed closed lights illuminated. This airplane had two deferrals the de-ice boot system; and the rudder limiter. Weather conditions were perfect: VMC; NO clouds; NOT hazy and warm. With the rudder limited aircraft we were at approximately 180 KTS with a torque setting of 50% per engine at 11;000 FT. After the event occurred we checked the engine instruments and noted that all indications appeared to be normal. We considered running emergency memory items for a compressor stall. But since the engine re-lit/recovered back to normal it was decided that it was not applicable. It was decided that with our proximity to destination that we would leave the bleed off; and focus our attention on landing the aircraft safely. The Captain positively transferred controls to me and briefed ATC and the flight attendant. He informed ATC about what had happened; and requested that as a precaution to have airport fire and rescue standing by on the runway. No emergency was declared because we had no abnormal engine indications. Having trucks meet us was a precaution if we had any more problems during the final descent and landing phase of the flight. After he was done with communicating our intentions with ATC and the flight attendant I positively exchanged controls back to him. I performed all the normal descent and approach check lists and informing tower on which engine was the problem. We landed with out further incident. After landing we asked CFR to make a visual inspection of the aircraft to make sure we had no exterior damage. There was no visual damage to the aircraft. I completed the after landing checklist; and the non-normal checklist for the left bleed closed. We proceeded normally to the gate; parked and de-planed the passengers as normal. The Captain then contacted Dispatch and Maintenance Control and informed them of the situation.
Second reporter narrative
Enroute at 11;000 FT shortly before descent in a cruise power setting at 180 KTS (rudder limited) the left engine lost power twice with two compressor stall like popping sounds. The left engine IGN light came on and the engine relight automatically in less than a second and the left bleed fault light came on. Although all indications were normal again we first completed the compressor stall memory items and checklist. And as a precaution completed the bleed fault checklist. After the occurrence all indications were normal and we landed without incident. It was clear that no emergency needed to be met so an emergency was not declared; however ATC was notified of the occurrence immediately. I did not see it as necessary to have fire trucks meet the aircraft but being new to the aircraft I did have them come out and look at the left engine as an added precaution.Maintenance had cleared the aircraft the next morning and questioned me focusing on ice buildup that might have been ingested. I was insistent that no clouds were encountered on this flight as the deice boots were deferred and it was a clear smooth day. I believe that any prevention measures on the flight crew's part were not applicable in this situation. And on the next flight a situation similar to the previous one occurred on final approach and the left engine temp spiked up and the left bleed fault illuminated again.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.