Narrative:

During a production first flight on a B747-400, while cruising at FL390, the #2 engine flamed out due to an internal fault of the electronic engine control. During engine failure checklist procedures, it was noted that the #2 fuel flow indicated 16000 pounds per hour fuel flow with the engine shutdown. The #2 fire switch was pulled, but the fuel flow remained. Visual observation confirmed unburned fuel exiting the #2 engine area. The #2 fuel xfeed and fuel boost pumps were then turned off, and the fuel flow from #2 engine stopped. At this point, we believed that the fuel line to the #2 engine was likely disconnected or ruptured ahead of the spar and engine fuel shutoff valves. We were approximately 150 mi from our departure point. At FL390 a normal descent would require approximately 120 NM, so a return to the seattle area seemed best. I decided not to land at sea airport or bfi due to the potential fuel leak and the hazard that might pose to those densely populated surrounding areas. I felt that an over-water approach to paine field and the ground support there presented the best option for recovery of the airplane. It was on this basis that I chose to return to paine field as the 'nearest suitable airport,' rather than landing at pdx, which was physically the closest when this incident occurred.

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Original NASA ASRS Text

Title: A B747-400 IN CRUISE AT FL390 DIVERTED DUE TO #2 ENG FLAMED OUT WITH NO RESTART AND TRAILING FUEL. CAUSED BY A FAILED FUEL CTL UNIT.

Narrative: DURING A PRODUCTION FIRST FLT ON A B747-400, WHILE CRUISING AT FL390, THE #2 ENG FLAMED OUT DUE TO AN INTERNAL FAULT OF THE ELECTRONIC ENG CTL. DURING ENG FAILURE CHKLIST PROCS, IT WAS NOTED THAT THE #2 FUEL FLOW INDICATED 16000 LBS PER HR FUEL FLOW WITH THE ENG SHUTDOWN. THE #2 FIRE SWITCH WAS PULLED, BUT THE FUEL FLOW REMAINED. VISUAL OBSERVATION CONFIRMED UNBURNED FUEL EXITING THE #2 ENG AREA. THE #2 FUEL XFEED AND FUEL BOOST PUMPS WERE THEN TURNED OFF, AND THE FUEL FLOW FROM #2 ENG STOPPED. AT THIS POINT, WE BELIEVED THAT THE FUEL LINE TO THE #2 ENG WAS LIKELY DISCONNECTED OR RUPTURED AHEAD OF THE SPAR AND ENG FUEL SHUTOFF VALVES. WE WERE APPROX 150 MI FROM OUR DEP POINT. AT FL390 A NORMAL DSCNT WOULD REQUIRE APPROX 120 NM, SO A RETURN TO THE SEATTLE AREA SEEMED BEST. I DECIDED NOT TO LAND AT SEA ARPT OR BFI DUE TO THE POTENTIAL FUEL LEAK AND THE HAZARD THAT MIGHT POSE TO THOSE DENSELY POPULATED SURROUNDING AREAS. I FELT THAT AN OVER-WATER APCH TO PAINE FIELD AND THE GND SUPPORT THERE PRESENTED THE BEST OPTION FOR RECOVERY OF THE AIRPLANE. IT WAS ON THIS BASIS THAT I CHOSE TO RETURN TO PAINE FIELD AS THE 'NEAREST SUITABLE ARPT,' RATHER THAN LNDG AT PDX, WHICH WAS PHYSICALLY THE CLOSEST WHEN THIS INCIDENT OCCURRED.

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.