Narrative:

While cruising at FL350, .79 mach just west of fam VOR en route sgf VOR, #2 engine began to compressor stall. The compressor stalls were rapid bursts and occurred in groups of 3 (3 rapid stall bursts, then smooth, then 3 more stall bursts, etc) until I retarded the #2 throttle to idle. The engine ran smoothly in idle, but egt stabilized high at about 600 degrees centigrade. Each compressor stall was accompanied by a loud popping noise. Adverse yaw and flames or sparks observed by passenger and a flight attendant coming out rear cowling of the engine. At this time no master caution or ECAM message occurred. Twice I advanced the #2 throttle a fraction of an inch to determine if the engine might return to normal operation, but each time the compressor stall would resume with a slight rise in egt (above 600 degrees). While this was being done we also requested a lower altitude and clearance to make an emergency landing at stl. Then we advised ZKC we first needed to hold over stl until we could complete emergency and normal checklists and review single engine approach and go around procedures. ZKC cleared us to hold west of stl VOR inbound on the 270 degree radial with stepdown altitudes to 12000 ft, leg lengths our option. As we approached stl VOR, engine #2 egt rose to about 635 degrees along with a master caution and engine #2 overheat ECAM. So the first officer started to do the engine shutdown checklist. I erroneously entered the 270 degree number as the inbound course on the holding page of the mcdu. This set up the holding pattern east of stl instead of west as cleared. The aircraft was on autoplt and autothrottle and made a parallel entry on the 090 degree radial. While outbound we must have inadvertently put the aircraft in the heading mode. So when the aircraft reached a position about 50 NM east of stl, ZKC asked what our intentions were. We told them what happened and got clearance back to stl to hold as first cleared. As soon as we completed all checklists and preparations for a single engine landing, we requested clearance to approach and land at stl. A single engine ILS and landing was accomplished on runway 12R without further incident. Callback conversation with reporter revealed the following information: the reporter stated the engine was a P&west V2500-5 engine and the failure was caused by 4TH and 6TH stage compressor blade failure. The reporter said the engine was replaced and the engine sent back to the manufacturer.

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Original NASA ASRS Text

Title: AN AIRBUS 319 IN CRUISE AT FL350 DECLARED AN EMER AND DIVERTED DUE TO #2 ENG COMPRESSOR FAILURE.

Narrative: WHILE CRUISING AT FL350, .79 MACH JUST W OF FAM VOR ENRTE SGF VOR, #2 ENG BEGAN TO COMPRESSOR STALL. THE COMPRESSOR STALLS WERE RAPID BURSTS AND OCCURRED IN GROUPS OF 3 (3 RAPID STALL BURSTS, THEN SMOOTH, THEN 3 MORE STALL BURSTS, ETC) UNTIL I RETARDED THE #2 THROTTLE TO IDLE. THE ENG RAN SMOOTHLY IN IDLE, BUT EGT STABILIZED HIGH AT ABOUT 600 DEGS CENTIGRADE. EACH COMPRESSOR STALL WAS ACCOMPANIED BY A LOUD POPPING NOISE. ADVERSE YAW AND FLAMES OR SPARKS OBSERVED BY PAX AND A FLT ATTENDANT COMING OUT REAR COWLING OF THE ENG. AT THIS TIME NO MASTER CAUTION OR ECAM MESSAGE OCCURRED. TWICE I ADVANCED THE #2 THROTTLE A FRACTION OF AN INCH TO DETERMINE IF THE ENG MIGHT RETURN TO NORMAL OP, BUT EACH TIME THE COMPRESSOR STALL WOULD RESUME WITH A SLIGHT RISE IN EGT (ABOVE 600 DEGS). WHILE THIS WAS BEING DONE WE ALSO REQUESTED A LOWER ALT AND CLRNC TO MAKE AN EMER LNDG AT STL. THEN WE ADVISED ZKC WE FIRST NEEDED TO HOLD OVER STL UNTIL WE COULD COMPLETE EMER AND NORMAL CHKLISTS AND REVIEW SINGLE ENG APCH AND GAR PROCS. ZKC CLRED US TO HOLD W OF STL VOR INBOUND ON THE 270 DEG RADIAL WITH STEPDOWN ALTS TO 12000 FT, LEG LENGTHS OUR OPTION. AS WE APCHED STL VOR, ENG #2 EGT ROSE TO ABOUT 635 DEGS ALONG WITH A MASTER CAUTION AND ENG #2 OVERHEAT ECAM. SO THE FO STARTED TO DO THE ENG SHUTDOWN CHKLIST. I ERRONEOUSLY ENTERED THE 270 DEG NUMBER AS THE INBOUND COURSE ON THE HOLDING PAGE OF THE MCDU. THIS SET UP THE HOLDING PATTERN E OF STL INSTEAD OF W AS CLRED. THE ACFT WAS ON AUTOPLT AND AUTOTHROTTLE AND MADE A PARALLEL ENTRY ON THE 090 DEG RADIAL. WHILE OUTBOUND WE MUST HAVE INADVERTENTLY PUT THE ACFT IN THE HDG MODE. SO WHEN THE ACFT REACHED A POS ABOUT 50 NM E OF STL, ZKC ASKED WHAT OUR INTENTIONS WERE. WE TOLD THEM WHAT HAPPENED AND GOT CLRNC BACK TO STL TO HOLD AS FIRST CLRED. AS SOON AS WE COMPLETED ALL CHKLISTS AND PREPARATIONS FOR A SINGLE ENG LNDG, WE REQUESTED CLRNC TO APCH AND LAND AT STL. A SINGLE ENG ILS AND LNDG WAS ACCOMPLISHED ON RWY 12R WITHOUT FURTHER INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG WAS A P&W V2500-5 ENG AND THE FAILURE WAS CAUSED BY 4TH AND 6TH STAGE COMPRESSOR BLADE FAILURE. THE RPTR SAID THE ENG WAS REPLACED AND THE ENG SENT BACK TO THE MANUFACTURER.

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.