A B757-200 ACR FLC EXPERIENCES A SERIES OF COMPRESSOR STALLS ON THE R ENG DURING A STEEP NOISE ABATEMENT CLBOUT AT SNA. THE FLC ABANDONED THE NOISE ABATEMENT PROC; SHUT DOWN THE ENG AND DIVERTED TO LAX.

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OUR B757 SUFFERED A COMPRESSOR STALL LEADING TO A COMPLETE LOSS OF PWR. FLT ATTENDANTS RPTED THE ENG 'TORCHED' BEYOND THE LAST ROW OF SIDE WINDOWS. CAPT WAS PF. WE SHUT DOWN ENG ACCORDING TO COMPANY'S SECURING PROCS AND DIVERTED FLT TO LAX. THIS EMER NECESSITATED ABANDONING THE LCL NOISE ABATEMENT PROFILE AT SNA. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THIS B757-200 FO SAID THAT HIS COMPANY'S PRACTICE IS TO DESIGNATE A SMALL NUMBER OF ACFT IN EACH OF THEIR FLEET TYPES TO FLY INTO SNA. ONLY THESE ACFT ARE SUBJECTED TO THE STRESS OF ALWAYS MAKING FULL PWR TKOFS AT SNA AND THEREFORE; IN THE RPTR'S OPINION; HAVE A MUCH HIGHER ENG STRESS LEVEL THAN THE REST OF THE FLEET. THIS LEADS TO MORE AND MORE ENG PROBS IN THIS SUBSET OF ACFT THAN IN THE REST OF THE FLEET; HE SAID. IN THIS CASE; THE R-HAND PW2037 ENG HAD A VERY VIOLENT COMPRESSOR STALL THEN FROM 6-8 LESS VIOLENT COMPRESSOR STALLS. A CABIN ATTENDANT RPTED THAT FLAME FROM THE INITIAL COMPRESSOR STALL EFFECT REACHED BACK TO A POINT AFT OF THE LAST PAX WINDOW. THE FLC DECLARED AN EMER AND REQUESTED A DIVERSION TO LAX FROM SNA DEP CTL. THE FO SAID THAT THEY DECIDED TO GO TO LAX BECAUSE THEY COULD SEE IT AND THE RWYS WERE LONGER AND THEY HAD MORE CONFIDENCE IN THE CFR TEAMS THERE. AFTER COMPLETING THEIR ENG COMPRESSOR STALL CHKLIST THEY DECIDED TO SHUT DOWN THE ENG BECAUSE THE EGT HAD STARTED TO RISE. THE REMAINDER OF THE FLT ON 1 ENG WAS AS EXPECTED. AFTER LNDG IN LAX THE RPTR SAID THAT THE FLC SAW DEBRIS IN THE TAIL PIPE. HE WAS NOT SURE OF THE SOURCE OF THE MATERIAL; BUT IT APPEARED TO BE DARK IN COLOR.