Narrative:

Aircraft had leveled at FL430 for approximately 5 minutes. Autoplt engaged when the crew heard a loud noise from the aircraft. I noticed the left engine RPM gauge drop to 30% and the aircraft exhibited a yawing effect. I realized at this point the left engine had failed. I disengaged the autoplt and took control of the aircraft. I instructed the first officer to ask ATC for a lower altitude, which was granted immediately. We descended to FL250 and requested a vector to the nearest suitable airport. After performing the required shutdown items on the checklist, we decided to attempt a restart. On the second try, the engine relit and came back online. The engine exhibited normal indications. After assessing the situation, the first officer and myself determined the flight could be continued to the intended airport. A normal two engine approach and landing was made at our destination, without any complications. ATC was very helpful and assisted us in a professional and efficient manner for this event. Six days later, our flight crew skills were put to the test again. Repair work had been completed on the #1 left engine after experiencing a flameout. Everything checked out and was signed off by the repair facility. We flew uneventfully the next couple of days, but the engine never sounded quite right. I relayed this to our mechanics and they informed us to keep an eye on the engine gauges. We departed ZZZ1 airport and leveled off at FL390 on our way to ZZZ2. Approximately 45 minutes into the flight, the aircraft seemed to have some vibration in the airframe. Shortly after noticing this we heard a loud bang and the left engine spooled down. Once again, we had lost the #1 engine, twice in a week! I disengaged the autoplt and yaw damper and retrimmed the aircraft. We ran the engine shutdown checklist and asked ATC for priority handling and a descent. We leveled at FL250 and attempted the first restart procedure without any success. We decided to ask ATC for a lower altitude and a vector to the nearest suitable airport ZZZ. After leveling again at FL180, we attempted one more restart. After running the checklist and trying again, the engine failed to restart. We decided to divert to ZZZ and informed ATC we would like vectors to the active runway. ATC observed very little traffic in the area and gave us our runway of choice. We discussed the single engine procedures and prepared the aircraft for the approach. With good weather present at our airport, very little air traffic in the area, and great service from ATC, we made an uneventful landing at ZZZ. Callback conversation with reporter revealed the following information: the reporter stated the engine had been in long-term storage and the compressor seals had been damaged while in storage. The reporter said these were the components that maintenance reported had failed.

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Original NASA ASRS Text

Title: A LEAR 25D AT FL390 HAD VIBRATION IN AIRFRAME AND LOUD BANG FROM THE L ENG, WHICH FLAMED OUT. THEY ATTEMPTED RELIGHT AT FL250 NO HELP. DECLARED EMER AND DIVERTED. THIS SAME ENG HAD FLAMEOUT EARLIER AND THE SAME FLT WAS ABLE TO RESTART SIX DAYS PRIOR TO THIS EVENT.

Narrative: ACFT HAD LEVELED AT FL430 FOR APPROX 5 MINUTES. AUTOPLT ENGAGED WHEN THE CREW HEARD A LOUD NOISE FROM THE ACFT. I NOTICED THE L ENG RPM GAUGE DROP TO 30% AND THE ACFT EXHIBITED A YAWING EFFECT. I REALIZED AT THIS POINT THE L ENG HAD FAILED. I DISENGAGED THE AUTOPLT AND TOOK CTL OF THE ACFT. I INSTRUCTED THE FO TO ASK ATC FOR A LOWER ALT, WHICH WAS GRANTED IMMEDIATELY. WE DSNDED TO FL250 AND REQUESTED A VECTOR TO THE NEAREST SUITABLE ARPT. AFTER PERFORMING THE REQUIRED SHUTDOWN ITEMS ON THE CHECKLIST, WE DECIDED TO ATTEMPT A RESTART. ON THE SECOND TRY, THE ENG RELIT AND CAME BACK ONLINE. THE ENG EXHIBITED NORMAL INDICATIONS. AFTER ASSESSING THE SIT, THE FO AND MYSELF DETERMINED THE FLT COULD BE CONTINUED TO THE INTENDED ARPT. A NORMAL TWO ENG APCH AND LNDG WAS MADE AT OUR DESTINATION, WITHOUT ANY COMPLICATIONS. ATC WAS VERY HELPFUL AND ASSISTED US IN A PROFESSIONAL AND EFFICIENT MANNER FOR THIS EVENT. SIX DAYS LATER, OUR FLT CREW SKILLS WERE PUT TO THE TEST AGAIN. REPAIR WORK HAD BEEN COMPLETED ON THE #1 L ENG AFTER EXPERIENCING A FLAMEOUT. EVERYTHING CHECKED OUT AND WAS SIGNED OFF BY THE REPAIR FACILITY. WE FLEW UNEVENTFULLY THE NEXT COUPLE OF DAYS, BUT THE ENG NEVER SOUNDED QUITE RIGHT. I RELAYED THIS TO OUR MECHANICS AND THEY INFORMED US TO KEEP AN EYE ON THE ENG GAUGES. WE DEPARTED ZZZ1 ARPT AND LEVELED OFF AT FL390 ON OUR WAY TO ZZZ2. APPROX 45 MINUTES INTO THE FLT, THE ACFT SEEMED TO HAVE SOME VIBRATION IN THE AIRFRAME. SHORTLY AFTER NOTICING THIS WE HEARD A LOUD BANG AND THE L ENG SPOOLED DOWN. ONCE AGAIN, WE HAD LOST THE #1 ENG, TWICE IN A WEEK! I DISENGAGED THE AUTOPLT AND YAW DAMPER AND RETRIMMED THE ACFT. WE RAN THE ENG SHUTDOWN CHECKLIST AND ASKED ATC FOR PRIORITY HANDLING AND A DSCNT. WE LEVELED AT FL250 AND ATTEMPTED THE FIRST RESTART PROC WITHOUT ANY SUCCESS. WE DECIDED TO ASK ATC FOR A LOWER ALT AND A VECTOR TO THE NEAREST SUITABLE ARPT ZZZ. AFTER LEVELING AGAIN AT FL180, WE ATTEMPTED ONE MORE RESTART. AFTER RUNNING THE CHECKLIST AND TRYING AGAIN, THE ENG FAILED TO RESTART. WE DECIDED TO DIVERT TO ZZZ AND INFORMED ATC WE WOULD LIKE VECTORS TO THE ACTIVE RWY. ATC OBSERVED VERY LITTLE TFC IN THE AREA AND GAVE US OUR RWY OF CHOICE. WE DISCUSSED THE SINGLE ENG PROCS AND PREPARED THE ACFT FOR THE APCH. WITH GOOD WEATHER PRESENT AT OUR ARPT, VERY LITTLE AIR TFC IN THE AREA, AND GREAT SERVICE FROM ATC, WE MADE AN UNEVENTFUL LNDG AT ZZZ. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG HAD BEEN IN LONG-TERM STORAGE AND THE COMPRESSOR SEALS HAD BEEN DAMAGED WHILE IN STORAGE. THE RPTR SAID THESE WERE THE COMPONENTS THAT MAINT RPTED HAD FAILED.

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.