Narrative:

We were leveling at FL390 and as the throttles went from climb to cruise thrust, there was a large vibration and the EPR and RPM of the right engine went to what appeared to be a sub-idle range. There was a compressor stall and the egt began to climb above maximum allowable by 90 degrees. We went through the engine failure checklist, secured the engine and requested a lower altitude. We requested clearance to st louis and descended into the stl area. We were coordinating with dispatch and engineering. The engineering department advised us to attempt a restart as they knew it had stalled. We restarted the engine at about 10000 ft or 12000 ft and it was normal. Dispatch, engineering, and I, concurred that all was normal and we could continue to jfk. Arrival at jfk was normal and engine was inspected and found to be ok also. Our training in CRM and loft proved invaluable. The crew functioned safely, efficiently and quickly. Fortunately, we had a B767 captain in the cabin and he helped us with communications. All things going normally, a 2-MAN crew is fine, but with an emergency, it gets too busy for carrying out all procedures and communications efficiently. I was very pleased to have the extra help. Both the first officer and I are relatively new on the B767 and we both remarked how excellent training enabled us to deal with this incident professionally and safely. Supplemental information from acn 374172: it was later determined that the regulator for the adjustable stator vanes had malfunctioned which would only affect the engine at high altitudes.

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Original NASA ASRS Text

Title: FLC OF A B767 SHUT DOWN THE R ENG DURING HIGH ALT CRUISE WHEN A LOAD COMPRESSOR STALL TYPE NOISE WAS HEARD. THE THROTTLE RETARDED TO IDLE AND THE EGT TEMP WENT OVER RED LINE. SINCE THE ACFT COULD NOT HOLD THE CRUISE ALT ON 1 ENG, THE FLC DECLARED AN EMER FOR A LOWER ALT AND POSSIBLE DIVERT TO LAND. THE ENG WAS SUBSEQUENTLY RESTARTED AND CONTINUED AT A LOWER ALT TO DEST.

Narrative: WE WERE LEVELING AT FL390 AND AS THE THROTTLES WENT FROM CLB TO CRUISE THRUST, THERE WAS A LARGE VIBRATION AND THE EPR AND RPM OF THE R ENG WENT TO WHAT APPEARED TO BE A SUB-IDLE RANGE. THERE WAS A COMPRESSOR STALL AND THE EGT BEGAN TO CLB ABOVE MAX ALLOWABLE BY 90 DEGS. WE WENT THROUGH THE ENG FAILURE CHKLIST, SECURED THE ENG AND REQUESTED A LOWER ALT. WE REQUESTED CLRNC TO ST LOUIS AND DSNDED INTO THE STL AREA. WE WERE COORDINATING WITH DISPATCH AND ENGINEERING. THE ENGINEERING DEPT ADVISED US TO ATTEMPT A RESTART AS THEY KNEW IT HAD STALLED. WE RESTARTED THE ENG AT ABOUT 10000 FT OR 12000 FT AND IT WAS NORMAL. DISPATCH, ENGINEERING, AND I, CONCURRED THAT ALL WAS NORMAL AND WE COULD CONTINUE TO JFK. ARR AT JFK WAS NORMAL AND ENG WAS INSPECTED AND FOUND TO BE OK ALSO. OUR TRAINING IN CRM AND LOFT PROVED INVALUABLE. THE CREW FUNCTIONED SAFELY, EFFICIENTLY AND QUICKLY. FORTUNATELY, WE HAD A B767 CAPT IN THE CABIN AND HE HELPED US WITH COMS. ALL THINGS GOING NORMALLY, A 2-MAN CREW IS FINE, BUT WITH AN EMER, IT GETS TOO BUSY FOR CARRYING OUT ALL PROCS AND COMS EFFICIENTLY. I WAS VERY PLEASED TO HAVE THE EXTRA HELP. BOTH THE FO AND I ARE RELATIVELY NEW ON THE B767 AND WE BOTH REMARKED HOW EXCELLENT TRAINING ENABLED US TO DEAL WITH THIS INCIDENT PROFESSIONALLY AND SAFELY. SUPPLEMENTAL INFO FROM ACN 374172: IT WAS LATER DETERMINED THAT THE REGULATOR FOR THE ADJUSTABLE STATOR VANES HAD MALFUNCTIONED WHICH WOULD ONLY AFFECT THE ENG AT HIGH ALTS.

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.