Narrative:

While in cruise at FL360; the captain was trying to balance the fuel but was unable since the low side fuel was continuing to burn down. He then reconfigured the pumps and crossfeed valve for normal operations and stated he would retry crossfeed procedures. At some point during the re-attempt to crossfeed; the number two engine rolled back. We immediately got out the QRH and performed the engine failure/shutdown checklist. As we were doing so; we notified ATC that we would need to descend to FL240. ATC issued a clearance to FL240; we continued the checklist; established communication with dispatch and decided to divert to a nearby airport. With both of us performing our duties and engaged in the appropriate checklist; I don't recall if we declared an emergency with ATC. Once the decision was made to divert we were given a clearance direct to the airport. As we completed the engine failure/shutdown checklist we determined that we could; indeed; attempt a restart in accordance with the QRH and the in-flight engine start checklist. The engine was restarted with starter assist. The checklist was run to its completion. While the checklists were completed; we were given direct to the airport. As we approached the airport we decided that we were too high and would also be above max landing weight. Since we were already high; we determined to overfly the airport and enter a right hand traffic pattern for landing. We landed uneventfully on runway 10 and cleared the runway. Once clear; we coordinated with ATC; dispatch; the airport FBO as well as airport police and the passengers were deplaned into the main terminal.some things that could prevent this event in the future would be for both crew members to be involved in the movement of fuel pump switches and crossfeed valve movement. When checklists are being completed and coordination is taking place and we are dealing with a time consuming problem; we need to make absolutely certain to notify ATC we are declaring an emergency. It is imperative that all crew members are aware of the potential danger for a roll back/flame out due to fuel crossfeed procedures at high altitude.

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Original NASA ASRS Text

Title: When the flight crew of a B737-300 failed in their first attempt to rebalance fuel from wing to wing they recycled the boost pumps and crossfeed valves for a second try following which the right engine flamed out. Although they were later able to restart the engine they still opted to divert to a nearby airport.

Narrative: While in cruise at FL360; the Captain was trying to balance the fuel but was unable since the low side fuel was continuing to burn down. He then reconfigured the pumps and crossfeed valve for normal operations and stated he would retry crossfeed procedures. At some point during the re-attempt to crossfeed; the number two engine rolled back. We immediately got out the QRH and performed the Engine Failure/Shutdown Checklist. As we were doing so; we notified ATC that we would need to descend to FL240. ATC issued a clearance to FL240; we continued the checklist; established communication with Dispatch and decided to divert to a nearby airport. With both of us performing our duties and engaged in the appropriate checklist; I don't recall if we declared an Emergency with ATC. Once the decision was made to divert we were given a clearance direct to the airport. As we completed the Engine Failure/Shutdown Checklist we determined that we could; indeed; attempt a restart in accordance with the QRH and the In-flight Engine Start Checklist. The engine was restarted with starter assist. The checklist was run to its completion. While the checklists were completed; we were given direct to the airport. As we approached the airport we decided that we were too high and would also be above max landing weight. Since we were already high; we determined to overfly the airport and enter a right hand traffic pattern for landing. We landed uneventfully on Runway 10 and cleared the runway. Once clear; we coordinated with ATC; Dispatch; the airport FBO as well as airport police and the passengers were deplaned into the main terminal.Some things that could prevent this event in the future would be for both crew members to be involved in the movement of fuel pump switches and crossfeed valve movement. When checklists are being completed and coordination is taking place and we are dealing with a time consuming problem; we need to make absolutely certain to notify ATC we are declaring an emergency. It is imperative that all crew members are aware of the potential danger for a roll back/flame out due to fuel crossfeed procedures at high altitude.

Data retrieved from NASA's ASRS site as of July 2013 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.