Originally Posted by Airbubba
I doubt seriously if American pilots care too much about CAP 513, whatever that is. Here's the pertinent FAR:
a long haul 777 has a lot of fuel to dump before it can get down to landing weight. After the dump and diversion, JFK was probably nearest suitable airport in point of time. And it was an AA maintenance base <g>...
From post #28 - (additional comment was that they landed overweight)(dumping fuel's nice but flying around on one engine just to dump fuel, with big runway's available, typically isn't done)
Just the facts off the APA board:
They heard a "thump" at FL350 north of ALB at 0350, about half way from LAX to LHR. FA's heard and felt it too - but no secondary indication anything was wrong. No eicas or status messages, engines smooth. Still, they all thought since "something" went "thump" - they better figure out what before crossing the North Atlantic. So after looking at their indicators they called Alliance Tech and Dispatch. Eventually they talked to RR reps and agreed a divert was recommended. Going through parameters they saw high VIB levels on right eng. Slightly elevated oil press and EGT, but otherwise ok. VIB level on LH ENG N2 was normal, RH ENG showed a trend arrow pointing off the top of the scale and it was N3, not N2. Still, the engine was running smooth.
With uncertainty of the engine's integrity, they decided to divert to JFK and as they reduced power, they got compressor stalls. More, as they went to idle, then the engine settled down. They continued smooth and easy in a descent, declaring emergency. At 22,000 feet the engine failed with no ill-effect since they had already gone to idle and started APU. Dumped fuel to about 65K pounds and landed around 475K.