Narrative:

At FL310 the #1 engine wouldn't advance above 94% N1. First officer was flying. He was assigned all flying, ATC duties and second officer and I worked on engine problem. We checked for any applicable checklists (none). All other engine parameters were normal. We tried engine a/I, ign on, #1 gen and bleed air off, switched fuel source; with no change. We matched the #2 to 94% N1 and all parameters matched. Shortly after engine #1 dropped back to 87% N1. At this time second officer was contacting company maintainence. We described situation to them and they said standby. Also contacted company to find out about diverting to mci (kansas city). Shortly after this, #1 engine slowly (30-40 seconds) spooled down to idle power. At this time we contacted center and diverted to mci. Ran engine fail checklist. Engine quit shortly after this. ATC was very helpful, as much for quickly getting us a turn towards mci and a lower altitude (FL240) as for not asking us a lot of questions or bothering us at a busy time. Descent and approach to mci uneventful. Crew performed well. F/a handled themselves professionally, briefing was made to flight service manager who then briefed rest of crew. No suggestions, system worked as it should have. Callback revealed the following information: weld in the main fuel line to the fuel controller separated causing the engine to flameout. This has not been a major problem with the aircraft. Emergency was declared and received full cooperation from the controller for the diversion to mci and lower altitude for aircraft performance. Cabin attendant, #1, was advised of the diversion and the engine had been shutdown but it was not necessary to prepare the cabin for evacuate/evacuation.

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Original NASA ASRS Text

Title: #1 ENGINE FLAMEOUT RESULTED IN DIVERSION TO MCI. EMERGENCY DECLARED.

Narrative: AT FL310 THE #1 ENG WOULDN'T ADVANCE ABOVE 94% N1. F/O WAS FLYING. HE WAS ASSIGNED ALL FLYING, ATC DUTIES AND S/O AND I WORKED ON ENG PROB. WE CHKED FOR ANY APPLICABLE CHKLISTS (NONE). ALL OTHER ENG PARAMETERS WERE NORMAL. WE TRIED ENG A/I, IGN ON, #1 GEN AND BLEED AIR OFF, SWITCHED FUEL SOURCE; WITH NO CHANGE. WE MATCHED THE #2 TO 94% N1 AND ALL PARAMETERS MATCHED. SHORTLY AFTER ENG #1 DROPPED BACK TO 87% N1. AT THIS TIME S/O WAS CONTACTING COMPANY MAINTAINENCE. WE DESCRIBED SITUATION TO THEM AND THEY SAID STANDBY. ALSO CONTACTED COMPANY TO FIND OUT ABOUT DIVERTING TO MCI (KANSAS CITY). SHORTLY AFTER THIS, #1 ENG SLOWLY (30-40 SECS) SPOOLED DOWN TO IDLE POWER. AT THIS TIME WE CONTACTED CENTER AND DIVERTED TO MCI. RAN ENG FAIL CHKLIST. ENG QUIT SHORTLY AFTER THIS. ATC WAS VERY HELPFUL, AS MUCH FOR QUICKLY GETTING US A TURN TOWARDS MCI AND A LOWER ALT (FL240) AS FOR NOT ASKING US A LOT OF QUESTIONS OR BOTHERING US AT A BUSY TIME. DSCNT AND APCH TO MCI UNEVENTFUL. CREW PERFORMED WELL. F/A HANDLED THEMSELVES PROFESSIONALLY, BRIEFING WAS MADE TO FLT SERVICE MGR WHO THEN BRIEFED REST OF CREW. NO SUGGESTIONS, SYS WORKED AS IT SHOULD HAVE. CALLBACK REVEALED THE FOLLOWING INFO: WELD IN THE MAIN FUEL LINE TO THE FUEL CTLR SEPARATED CAUSING THE ENG TO FLAMEOUT. THIS HAS NOT BEEN A MAJOR PROB WITH THE ACFT. EMER WAS DECLARED AND RECEIVED FULL COOPERATION FROM THE CTLR FOR THE DIVERSION TO MCI AND LOWER ALT FOR ACFT PERFORMANCE. CAB, #1, WAS ADVISED OF THE DIVERSION AND THE ENG HAD BEEN SHUTDOWN BUT IT WAS NOT NECESSARY TO PREPARE THE CABIN FOR EVAC.

Data retrieved from NASA's ASRS site as of August 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.