Narrative:

Climbing through approximately FL270; the right engine began surging. This has been a prior issue with this aircraft. As I described in the logbook write up; egt was surging from approximately 610 to 740 degrees with only climb 2 set. Some surges were quite rapid and approached the amber band. We intervened by reducing power to prevent any engine exceedances. All other engine gauges were also surging in sync including fuel flow; which was surging 500-600 pph. There was no excessive vibrations or unusual noises. I pushed the event record during one surge.we requested ATC clearance to level off and run the QRH procedure. Also; with the power reduced on the right engine; we were probably not going to be capable of reaching our cruise altitude. We accomplished the rolls royce engine fluctuations procedure; which led us into the engine surge procedure. This did not stop the surges.my first officer and I agreed a diversion was the safest course of action. At this point we had time to call dispatch and [maintenance] and informed them of our situation and my intent to [request priority handling] and divert to ZZZ; which was passing off to our right. Also; weather was good there and it met the considerations in the fom diversion guide. They concurred.we diverted since we had an engine that was degraded and probably not capable of providing full power and had to be monitored to avoid exceeding any limits. I hit the divert key on ACARS; requested non-normal landing data. Since; per the checklist and good judgement; the engine may not be able to provide go-around thrust; or may even fail prior to arrival; we set up and accomplished a single engine landing profile. I took over pilot flying duties on descent. We never had to shut down the engine.

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Original NASA ASRS Text

Title: B757 Captain reported that an engine surge resulted in a diversion.

Narrative: Climbing through approximately FL270; the right engine began surging. This has been a prior issue with this aircraft. As I described in the logbook write up; EGT was surging from approximately 610 to 740 degrees with only CLB 2 set. Some surges were quite rapid and approached the amber band. We intervened by reducing power to prevent any engine exceedances. All other engine gauges were also surging in sync including fuel flow; which was surging 500-600 pph. There was no excessive vibrations or unusual noises. I pushed the Event Record during one surge.We requested ATC clearance to level off and run the QRH procedure. Also; with the power reduced on the right engine; we were probably not going to be capable of reaching our cruise altitude. We accomplished the Rolls Royce Engine Fluctuations procedure; which led us into the Engine Surge procedure. This did not stop the surges.My First Officer and I agreed a diversion was the safest course of action. At this point we had time to call Dispatch and [Maintenance] and informed them of our situation and my intent to [request priority handling] and divert to ZZZ; which was passing off to our right. Also; weather was good there and it met the considerations in the FOM Diversion Guide. They concurred.We diverted since we had an engine that was degraded and probably not capable of providing full power and had to be monitored to avoid exceeding any limits. I hit the Divert key on ACARS; requested non-normal landing data. Since; per the checklist and good judgement; the engine may not be able to provide go-around thrust; or may even fail prior to arrival; we set up and accomplished a single engine landing profile. I took over Pilot Flying duties on descent. We never had to shut down the engine.

Data retrieved from NASA's ASRS site 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.