B757-200 crew had an engine that would not produce rated thrust in-flight at FL350.

Attributes
ACN	549170
Time
Date	200205
Day	Fri
Place
Locale Reference	atc facility : zfw.artcc
State Reference	TX
Altitude	msl single value : 35600
Aircraft 1
Controlling Facilities	artcc : zfw.artcc
Operator	common carrier : air carrier
Make Model Name	B757 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
ASRS Report	549170
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : provided flight assist controller : issued new clearance flight crew : landed as precaution flight crew : diverted to another airport none taken : detected after the fact other
Consequence	other other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

Diverted to dfw due to reduced power on right engine. During en route climb from FL350 to FL390, the aircraft stopped climbing at FL356 and airspeed began decaying. At this time, the right engine EPR was noted pegged at maximum, while all other engine instruments were reading low. No EICAS messages were ever received. We requested and received FL350 where we could maintain approximately .74 mach. After reviewing the QRH and finding nothing matching our indications, it was suggested we might retard the right throttle and turn off the right engine electronic control to see if we would regain full power. However, prior to troubleshooting the problem ourselves, the captain elected to get a phone patch via dispatch to maintenance control. The patch was intermittent so another patch was obtained. After passing all engine readings to maintenance control, the reply was we had a pressure leak and would only have reduced power but otherwise a good engine. The captain decided to divert and recontacted dispatch with the results of the maintenance control communication. The decision was to divert into dfw which was along our route of flight. ATC handling went smoothly and we received direct and our request for descent to FL240. Approximately 5 mins after leveling at FL240, the right engine indications returned to normal and remained there for the duration of flight. A normal approach/landing was made at dfw.

Original NASA ASRS Text

Title: B757-200 CREW HAD AN ENG THAT WOULD NOT PRODUCE RATED THRUST INFLT AT FL350.

Narrative: DIVERTED TO DFW DUE TO REDUCED PWR ON R ENG. DURING ENRTE CLB FROM FL350 TO FL390, THE ACFT STOPPED CLBING AT FL356 AND AIRSPD BEGAN DECAYING. AT THIS TIME, THE R ENG EPR WAS NOTED PEGGED AT MAX, WHILE ALL OTHER ENG INSTS WERE READING LOW. NO EICAS MESSAGES WERE EVER RECEIVED. WE REQUESTED AND RECEIVED FL350 WHERE WE COULD MAINTAIN APPROX .74 MACH. AFTER REVIEWING THE QRH AND FINDING NOTHING MATCHING OUR INDICATIONS, IT WAS SUGGESTED WE MIGHT RETARD THE R THROTTLE AND TURN OFF THE R ENG ELECTRONIC CTL TO SEE IF WE WOULD REGAIN FULL PWR. HOWEVER, PRIOR TO TROUBLESHOOTING THE PROB OURSELVES, THE CAPT ELECTED TO GET A PHONE PATCH VIA DISPATCH TO MAINT CTL. THE PATCH WAS INTERMITTENT SO ANOTHER PATCH WAS OBTAINED. AFTER PASSING ALL ENG READINGS TO MAINT CTL, THE REPLY WAS WE HAD A PRESSURE LEAK AND WOULD ONLY HAVE REDUCED PWR BUT OTHERWISE A GOOD ENG. THE CAPT DECIDED TO DIVERT AND RECONTACTED DISPATCH WITH THE RESULTS OF THE MAINT CTL COM. THE DECISION WAS TO DIVERT INTO DFW WHICH WAS ALONG OUR RTE OF FLT. ATC HANDLING WENT SMOOTHLY AND WE RECEIVED DIRECT AND OUR REQUEST FOR DSCNT TO FL240. APPROX 5 MINS AFTER LEVELING AT FL240, THE R ENG INDICATIONS RETURNED TO NORMAL AND REMAINED THERE FOR THE DURATION OF FLT. A NORMAL APCH/LNDG WAS MADE AT DFW.

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.