Narrative:

Upon arrival at ramp we completed the parking and shutdown checklist, shut down both engines, cleared canadian customs, deplaned 3 of our 5 passenger, fueled and prepared for our next departure en route to atlantic city, nj. We completed a predep briefing outlining our proposed actions in the event of a serious problem, both before and after being committed to takeoff. This included buffalo, ny, as our takeoff alternate. We were cleared for takeoff at AF20 (EST departure) via the SID for runway 33 and contacted toronto departure. Climbing normally out of 3000 ft, the after takeoff and climb checklist was completed and we continued up to 5000 ft. Shortly thereafter we were given radar vectors and further clearance to 7000 ft. Upon reaching 7000 ft we were advised that, due to traffic above, our continued climb would be delayed. At 7000 ft we were in and out of the cloud tops, stabilized at 250 KTS, indicating a total air temperature of 10 degrees celsius or warmer, with a throttle setting below maximum cruise. While at 7000 ft, I requested that the first officer phone customs in atlantic city and forward our revised ETA. While he was on the telephone, we were given further climb clearance to 15000 ft. Climb was initiated using flight level change at 250 KTS and slowly advancing the throttles through maximum cruise to maximum climb. Stabilized in the climb, out of approximately 8500 ft, there was a loud 'bang' and vibration from the rear of the airplane. The 'bang' sounded somewhat similar to a rather violent compressor stall. Scanning the panel, the first indication of which engine was malfunctioning was the #1 engine, yellow 'ign' annunciator. The left throttle was immediately retarded to idle. At that point, I asked the first officer to declare an emergency and request to proceed to buffalo for landing. The engine stabilized at idle with no indication(south) outside the normal range. We were handed off from toronto departure to ZOB. ZOB asked the nature of our problem, cleared us down to 5000 ft and approved direct to buffalo. A slow descent was initiated, maintaining 250 KTS. The #1 engine had been stabilized at idle for less than 2 mins, when there was a second 'bang' and vibration. Again, scanning the eied's, the #1 engine, yellow 'ign' annunciator was illuminated, this time accompanied by a red turbine temperature indication on the rise. Without hesitation, the left engine fuel switch was turned off and the #1 engine was shut down. It then became necessary to tie the l- and r-hand main electrical busses together. I asked for and reviewed the engine failure in-flight emergency checklist with the first officer. ZOB began asking emergency question -- fuel, souls on board, etc. We informed them that we had shut down the left engine. There was no sign of fire, however, we requested that emergency equipment be dispatched for our arrival. From this point on the flight was straight forward. We had both hydraulic system operating and full electrical capability. (Note: we did have a high amperage load on the #2 alternator until we manually load shed some unnecessary high demand items.) fuel burn was not considered a factor. We were then handed off to buf approach where we received radar vectors for an ILS approach to runway 23. The WX was VFR. The appropriate checklist(south) were completed and an uneventful single engine approach and landing was accomplished (AF45 EST arrival). Thrust reverse was not used upon touchdown. After landing, we asked the tower and emergency crew(south) whether there was any indication that we should shut down immediately or clear the runway and taxi single engine into the FBO ramp. Their inspection indicated nothing abnormal, and so we continued our taxi to FBO. En route, the after landing checklist was completed. We did not start the APU. Upon reaching the FBO ramp, we indicated 'all ok' to the emergency crew(south), completed the parking and shutdown checklist and cleared united stated customs. After deplaning our passenger, we completed a further inspection of the left engine. We found no obvious external damage, N1 fan free spinning, oil level normal, no filter clogging, chip detector normal. However, we did find an abundance of metal particles in the aft diffuser nozzle. As per our company operating manual, we then contacted our home base to inform the chief pilot and chief of maintenance of the above mentioned incident in its entirety. Callback conversation with reporter revealed the following information: the engine type on the falcon 2000 (a new version of the falcon 900) is a new one, a cfe 738. It is a 5 stage axial flow into a centrifugal compressor. Some problems have been encountered. The manufacturer is aware of this incident and stated that in their opinion it was a 5TH stage 'rub' problem that failed one of the 5TH stage blades. The engine suffered a 'roll back' and that is why the ignition light came on, the engine was calling for it in the regime. Reporter replied to WX condition question that the humidity was high at the airport but temperature at or above 10 degrees celsius. Icing was ruled out.

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Original NASA ASRS Text

Title: DA22 FALCON 2000 CORPORATE JET LOSES #1 ENG DURING CLB FROM YYZ, ON. EMER DECLARED, DIVERSION TO BUF, NY.

Narrative: UPON ARR AT RAMP WE COMPLETED THE PARKING AND SHUTDOWN CHKLIST, SHUT DOWN BOTH ENGS, CLRED CANADIAN CUSTOMS, DEPLANED 3 OF OUR 5 PAX, FUELED AND PREPARED FOR OUR NEXT DEP ENRTE TO ATLANTIC CITY, NJ. WE COMPLETED A PREDEP BRIEFING OUTLINING OUR PROPOSED ACTIONS IN THE EVENT OF A SERIOUS PROB, BOTH BEFORE AND AFTER BEING COMMITTED TO TKOF. THIS INCLUDED BUFFALO, NY, AS OUR TKOF ALTERNATE. WE WERE CLRED FOR TKOF AT AF20 (EST DEP) VIA THE SID FOR RWY 33 AND CONTACTED TORONTO DEP. CLBING NORMALLY OUT OF 3000 FT, THE AFTER TKOF AND CLB CHKLIST WAS COMPLETED AND WE CONTINUED UP TO 5000 FT. SHORTLY THEREAFTER WE WERE GIVEN RADAR VECTORS AND FURTHER CLRNC TO 7000 FT. UPON REACHING 7000 FT WE WERE ADVISED THAT, DUE TO TFC ABOVE, OUR CONTINUED CLB WOULD BE DELAYED. AT 7000 FT WE WERE IN AND OUT OF THE CLOUD TOPS, STABILIZED AT 250 KTS, INDICATING A TOTAL AIR TEMP OF 10 DEGS CELSIUS OR WARMER, WITH A THROTTLE SETTING BELOW MAX CRUISE. WHILE AT 7000 FT, I REQUESTED THAT THE FO PHONE CUSTOMS IN ATLANTIC CITY AND FORWARD OUR REVISED ETA. WHILE HE WAS ON THE TELEPHONE, WE WERE GIVEN FURTHER CLB CLRNC TO 15000 FT. CLB WAS INITIATED USING FLT LEVEL CHANGE AT 250 KTS AND SLOWLY ADVANCING THE THROTTLES THROUGH MAX CRUISE TO MAX CLB. STABILIZED IN THE CLB, OUT OF APPROX 8500 FT, THERE WAS A LOUD 'BANG' AND VIBRATION FROM THE REAR OF THE AIRPLANE. THE 'BANG' SOUNDED SOMEWHAT SIMILAR TO A RATHER VIOLENT COMPRESSOR STALL. SCANNING THE PANEL, THE FIRST INDICATION OF WHICH ENG WAS MALFUNCTIONING WAS THE #1 ENG, YELLOW 'IGN' ANNUNCIATOR. THE L THROTTLE WAS IMMEDIATELY RETARDED TO IDLE. AT THAT POINT, I ASKED THE FO TO DECLARE AN EMER AND REQUEST TO PROCEED TO BUFFALO FOR LNDG. THE ENG STABILIZED AT IDLE WITH NO INDICATION(S) OUTSIDE THE NORMAL RANGE. WE WERE HANDED OFF FROM TORONTO DEP TO ZOB. ZOB ASKED THE NATURE OF OUR PROB, CLRED US DOWN TO 5000 FT AND APPROVED DIRECT TO BUFFALO. A SLOW DSCNT WAS INITIATED, MAINTAINING 250 KTS. THE #1 ENG HAD BEEN STABILIZED AT IDLE FOR LESS THAN 2 MINS, WHEN THERE WAS A SECOND 'BANG' AND VIBRATION. AGAIN, SCANNING THE EIED'S, THE #1 ENG, YELLOW 'IGN' ANNUNCIATOR WAS ILLUMINATED, THIS TIME ACCOMPANIED BY A RED TURBINE TEMP INDICATION ON THE RISE. WITHOUT HESITATION, THE L ENG FUEL SWITCH WAS TURNED OFF AND THE #1 ENG WAS SHUT DOWN. IT THEN BECAME NECESSARY TO TIE THE L- AND R-HAND MAIN ELECTRICAL BUSSES TOGETHER. I ASKED FOR AND REVIEWED THE ENG FAILURE INFLT EMER CHKLIST WITH THE FO. ZOB BEGAN ASKING EMER QUESTION -- FUEL, SOULS ON BOARD, ETC. WE INFORMED THEM THAT WE HAD SHUT DOWN THE L ENG. THERE WAS NO SIGN OF FIRE, HOWEVER, WE REQUESTED THAT EMER EQUIP BE DISPATCHED FOR OUR ARR. FROM THIS POINT ON THE FLT WAS STRAIGHT FORWARD. WE HAD BOTH HYD SYS OPERATING AND FULL ELECTRICAL CAPABILITY. (NOTE: WE DID HAVE A HIGH AMPERAGE LOAD ON THE #2 ALTERNATOR UNTIL WE MANUALLY LOAD SHED SOME UNNECESSARY HIGH DEMAND ITEMS.) FUEL BURN WAS NOT CONSIDERED A FACTOR. WE WERE THEN HANDED OFF TO BUF APCH WHERE WE RECEIVED RADAR VECTORS FOR AN ILS APCH TO RWY 23. THE WX WAS VFR. THE APPROPRIATE CHKLIST(S) WERE COMPLETED AND AN UNEVENTFUL SINGLE ENG APCH AND LNDG WAS ACCOMPLISHED (AF45 EST ARR). THRUST REVERSE WAS NOT USED UPON TOUCHDOWN. AFTER LNDG, WE ASKED THE TWR AND EMER CREW(S) WHETHER THERE WAS ANY INDICATION THAT WE SHOULD SHUT DOWN IMMEDIATELY OR CLR THE RWY AND TAXI SINGLE ENG INTO THE FBO RAMP. THEIR INSPECTION INDICATED NOTHING ABNORMAL, AND SO WE CONTINUED OUR TAXI TO FBO. ENRTE, THE AFTER LNDG CHKLIST WAS COMPLETED. WE DID NOT START THE APU. UPON REACHING THE FBO RAMP, WE INDICATED 'ALL OK' TO THE EMER CREW(S), COMPLETED THE PARKING AND SHUTDOWN CHKLIST AND CLRED UNITED STATED CUSTOMS. AFTER DEPLANING OUR PAX, WE COMPLETED A FURTHER INSPECTION OF THE L ENG. WE FOUND NO OBVIOUS EXTERNAL DAMAGE, N1 FAN FREE SPINNING, OIL LEVEL NORMAL, NO FILTER CLOGGING, CHIP DETECTOR NORMAL. HOWEVER, WE DID FIND AN ABUNDANCE OF METAL PARTICLES IN THE AFT DIFFUSER NOZZLE. AS PER OUR COMPANY OPERATING MANUAL, WE THEN CONTACTED OUR HOME BASE TO INFORM THE CHIEF PLT AND CHIEF OF MAINT OF THE ABOVE MENTIONED INCIDENT IN ITS ENTIRETY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE ENG TYPE ON THE FALCON 2000 (A NEW VERSION OF THE FALCON 900) IS A NEW ONE, A CFE 738. IT IS A 5 STAGE AXIAL FLOW INTO A CENTRIFUGAL COMPRESSOR. SOME PROBS HAVE BEEN ENCOUNTERED. THE MANUFACTURER IS AWARE OF THIS INCIDENT AND STATED THAT IN THEIR OPINION IT WAS A 5TH STAGE 'RUB' PROB THAT FAILED ONE OF THE 5TH STAGE BLADES. THE ENG SUFFERED A 'ROLL BACK' AND THAT IS WHY THE IGNITION LIGHT CAME ON, THE ENG WAS CALLING FOR IT IN THE REGIME. RPTR REPLIED TO WX CONDITION QUESTION THAT THE HUMIDITY WAS HIGH AT THE ARPT BUT TEMP AT OR ABOVE 10 DEGS CELSIUS. ICING WAS RULED OUT.

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.