Narrative:

#2 engine had compressor stall during climb to 35000 ft. Engine was shut down by first officer and relief pilot. ATC control was uneventful until just prior to landing, when the tower cleared another commercial carrier for takeoff on our runway of intended landing. The wind was almost all crosswind from the right (12 KTS gusting to 20 plus) and turbulent. Additional turbulence was caused by the departing aircraft, in addition to concern about landing clearance. The priority assignment was questionable since any delay in the departure of the aircraft on the runway would have caused a one engine go around. Consequently, we kept some extra airspeed for the possible go around and the turbulence of the departing aircraft. The crosswind from the left and the heavy landing weight combined with the increased landing speed caused the left main tires to deflate (due overheat) as we arrived at the blocks. Supplemental information from acn 210634. Declared an emergency and diverted to zurich for a landing on runway 16 (12300 ft long and 1400 ft elevation). Due to overweight landing, field elevation, crosswind and 1/2 flap confign, excessive brake temperature on left main landing gear. Zurich tower cleared an medium large transport for takeoff on the same runway well after we were established on final. Even though we were single-engine, we did not receive landing clearance until approximately 300-400 ft AGL, when the medium large transport aircraft got airborne. It is very disconcerting, to say the least, to have an aircraft sitting on the runway when one is below a thousand ft on single-engine. In my opinion, very poor judgement was displayed by ATC in this instance.

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Original NASA ASRS Text

Title: A WDB INTL CREW LOST AN ENG ON CLBOUT IN EUROPE. THE APCH WAS UNEVENTFUL, BUT THE TWR ALLOWED ANOTHER ACFT TO TKOF AHEAD OF THE RPTING ACFT, NEARLY CAUSING A GAR. SEVERAL TIRES DEFLATED AT THE GATE.

Narrative: #2 ENG HAD COMPRESSOR STALL DURING CLB TO 35000 FT. ENG WAS SHUT DOWN BY FO AND RELIEF PLT. ATC CTL WAS UNEVENTFUL UNTIL JUST PRIOR TO LNDG, WHEN THE TWR CLRED ANOTHER COMMERCIAL CARRIER FOR TKOF ON OUR RWY OF INTENDED LNDG. THE WIND WAS ALMOST ALL XWIND FROM THE R (12 KTS GUSTING TO 20 PLUS) AND TURBULENT. ADDITIONAL TURB WAS CAUSED BY THE DEPARTING ACFT, IN ADDITION TO CONCERN ABOUT LNDG CLRNC. THE PRIORITY ASSIGNMENT WAS QUESTIONABLE SINCE ANY DELAY IN THE DEP OF THE ACFT ON THE RWY WOULD HAVE CAUSED A ONE ENG GAR. CONSEQUENTLY, WE KEPT SOME EXTRA AIRSPD FOR THE POSSIBLE GAR AND THE TURB OF THE DEPARTING ACFT. THE XWIND FROM THE L AND THE HVY LNDG WT COMBINED WITH THE INCREASED LNDG SPD CAUSED THE L MAIN TIRES TO DEFLATE (DUE OVERHEAT) AS WE ARRIVED AT THE BLOCKS. SUPPLEMENTAL INFO FROM ACN 210634. DECLARED AN EMER AND DIVERTED TO ZURICH FOR A LNDG ON RWY 16 (12300 FT LONG AND 1400 FT ELEVATION). DUE TO OVERWT LNDG, FIELD ELEVATION, XWIND AND 1/2 FLAP CONFIGN, EXCESSIVE BRAKE TEMP ON L MAIN LNDG GEAR. ZURICH TWR CLRED AN MLG FOR TKOF ON THE SAME RWY WELL AFTER WE WERE ESTABLISHED ON FINAL. EVEN THOUGH WE WERE SINGLE-ENG, WE DID NOT RECEIVE LNDG CLRNC UNTIL APPROX 300-400 FT AGL, WHEN THE MLG ACFT GOT AIRBORNE. IT IS VERY DISCONCERTING, TO SAY THE LEAST, TO HAVE AN ACFT SITTING ON THE RWY WHEN ONE IS BELOW A THOUSAND FT ON SINGLE-ENG. IN MY OPINION, VERY POOR JUDGEMENT WAS DISPLAYED BY ATC IN THIS INSTANCE.

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.