Narrative:

I am a line check airman with an airline. I was giving a first officer on his first trip his transoceanic IOE. We were on 120 min e-tops dispatch with glasgow as our legal for dispatch en route alternate. Flight from mco-jfk, FL350, in mnps airspace, about 250 NM west of einn, #2 engine had audible compressor stall with vibration, and all engine parameters reduced to idle values, including egt. The fadec trim EPR fault light came on. I immediately brought throttles to idle, put continuous ignition on, engine anti-ice on, to bleed engine, and put fault light out by putting fadec in N1 mode. With increased throttle engine stayed in idle. I really thought that this procedure would recover the engine and we could continue on 'C' track to jfk. Even though these procedures took only a few moments of time to accomplish, IAS was below vls. (Vls -- velocity lowest selectable -- 1.3 vstall). I immediately selected 22000 ft, level change and put speed bug on green DOT (green DOT -- lift/drag maximum or min drag speed). IAS recovered, 90 degree right turn to south of track 'C' to 30 NM then 90 degree turn to east to parallel track. Announced to all aircraft in vicinity on 121.5 our position, track, and intentions. Engine was at idle, but surging from 57 percent N2 to 68 percent N2, abnormally low, and egt steadily increasing. Ironically, as we passed abeam einn, I was discussing engine failure procedures and an ace up your sleeve, was to get WX for einn on ATIS (which we did scattered clouds, rain). As we turned to parallel track eastbound, scottish answered our call on 121.5, and told us to squawk 7700, identify (radar contact). Told him to assume primary communication and we were descending to 22000 ft (min bur altitude for weight). Many trw between us and einn, elected to turn south for descent to stay VFR, and avoid traffic given to us on HF by shanwick. At about 45 NM from einn, #2 engine e-cam came on 'oil pressure low (below 70 psi) probably due to low engine RPM below idle, and then we completed engine failure shut down checklist. An uneventful 277000 pounds overweight single engine, 20 flaps landing at einn accomplished. Although glasgow was our legal dispatch en route alternate, einn, was closest airport in time, where safe landing could be made.

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Original NASA ASRS Text

Title: A WDB ACR CREW HAD AN ENG FAIL ON AN ATLANTIC RTE. THEY TURNED AROUND AND LANDED AT THE NEAREST SUITABLE ARPT.

Narrative: I AM A LINE CHK AIRMAN WITH AN AIRLINE. I WAS GIVING A FO ON HIS FIRST TRIP HIS TRANSOCEANIC IOE. WE WERE ON 120 MIN E-TOPS DISPATCH WITH GLASGOW AS OUR LEGAL FOR DISPATCH ENRTE ALTERNATE. FLT FROM MCO-JFK, FL350, IN MNPS AIRSPACE, ABOUT 250 NM W OF EINN, #2 ENG HAD AUDIBLE COMPRESSOR STALL WITH VIBRATION, AND ALL ENG PARAMETERS REDUCED TO IDLE VALUES, INCLUDING EGT. THE FADEC TRIM EPR FAULT LIGHT CAME ON. I IMMEDIATELY BROUGHT THROTTLES TO IDLE, PUT CONTINUOUS IGNITION ON, ENG ANTI-ICE ON, TO BLEED ENG, AND PUT FAULT LIGHT OUT BY PUTTING FADEC IN N1 MODE. WITH INCREASED THROTTLE ENG STAYED IN IDLE. I REALLY THOUGHT THAT THIS PROC WOULD RECOVER THE ENG AND WE COULD CONTINUE ON 'C' TRACK TO JFK. EVEN THOUGH THESE PROCS TOOK ONLY A FEW MOMENTS OF TIME TO ACCOMPLISH, IAS WAS BELOW VLS. (VLS -- VELOCITY LOWEST SELECTABLE -- 1.3 VSTALL). I IMMEDIATELY SELECTED 22000 FT, LEVEL CHANGE AND PUT SPD BUG ON GREEN DOT (GREEN DOT -- LIFT/DRAG MAX OR MIN DRAG SPD). IAS RECOVERED, 90 DEG R TURN TO S OF TRACK 'C' TO 30 NM THEN 90 DEG TURN TO E TO PARALLEL TRACK. ANNOUNCED TO ALL ACFT IN VICINITY ON 121.5 OUR POS, TRACK, AND INTENTIONS. ENG WAS AT IDLE, BUT SURGING FROM 57 PERCENT N2 TO 68 PERCENT N2, ABNORMALLY LOW, AND EGT STEADILY INCREASING. IRONICALLY, AS WE PASSED ABEAM EINN, I WAS DISCUSSING ENG FAILURE PROCS AND AN ACE UP YOUR SLEEVE, WAS TO GET WX FOR EINN ON ATIS (WHICH WE DID SCATTERED CLOUDS, RAIN). AS WE TURNED TO PARALLEL TRACK EBOUND, SCOTTISH ANSWERED OUR CALL ON 121.5, AND TOLD US TO SQUAWK 7700, IDENT (RADAR CONTACT). TOLD HIM TO ASSUME PRIMARY COM AND WE WERE DSNDING TO 22000 FT (MIN BUR ALT FOR WT). MANY TRW BTWN US AND EINN, ELECTED TO TURN S FOR DSCNT TO STAY VFR, AND AVOID TFC GIVEN TO US ON HF BY SHANWICK. AT ABOUT 45 NM FROM EINN, #2 ENG E-CAM CAME ON 'OIL PRESSURE LOW (BELOW 70 PSI) PROBABLY DUE TO LOW ENG RPM BELOW IDLE, AND THEN WE COMPLETED ENG FAILURE SHUT DOWN CHKLIST. AN UNEVENTFUL 277000 POUNDS OVERWT SINGLE ENG, 20 FLAPS LNDG AT EINN ACCOMPLISHED. ALTHOUGH GLASGOW WAS OUR LEGAL DISPATCH ENRTE ALTERNATE, EINN, WAS CLOSEST ARPT IN TIME, WHERE SAFE LNDG COULD BE MADE.

Data retrieved from NASA's ASRS site as of July 2007 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.