Narrative:

We experienced mod turbulence climbing out of FL430 to FL450. Right engine flamed out at 43,300' MSL. Unable to maintain altitude and cabin pressurization on remaining engine. Due to frequency congestion unable to obtain clearance to FL250 or lower for a windmilling airstart until the aircraft descended to FL420. ARTCC cleared us to FL240 where a successful airstart was accomplished. Cabin altitude warning horn went on at approximately FL415, cabin altitude peaked at 13,000'. O2 used by crew above a cabin altitude of 10,000. Upon completion of airstart at FL240 I requested FL410 and was subsequently cleared. Reminder of flight continued uneventfully (fxe to hpn). Human performance considerations: proper decision made by reporter in light of flameout to immediately request lower altitude, use of oxygen, maintain control of aircraft and high mach # and altitude without the aid of the first officer. Inaction of first officer combined with unfamiliarity of small transport limitations and systems contributed to increased workload of PIC. Second in command (sic) experienced severe case of perceptual narrowing. Consequently was useless in the decision loop. Sic narrowed his mind to the discomfort of eardrum squeezed and cabin temperature increase but to PIC use of internal defog for emergency pressurization. Aircraft was being operated on a far 91 leg of a charter flight (no passenger at time of incident). PIC: first time in the small transport. I needed to know whether or not the aircraft would reliably operate at FL450 for future reference for cumulo-nimbus overflts, obviously it would not.

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Original NASA ASRS Text

Title: SMT EXPERIENCED ENGINE FLAMEOUT WHILE FLYING IN MODERATE TURBULENCE. SOME PROBLEMS OBTAINING ATC DESCENT CLRNC.

Narrative: WE EXPERIENCED MOD TURBULENCE CLIMBING OUT OF FL430 TO FL450. RIGHT ENGINE FLAMED OUT AT 43,300' MSL. UNABLE TO MAINTAIN ALT AND CABIN PRESSURIZATION ON REMAINING ENGINE. DUE TO FREQ CONGESTION UNABLE TO OBTAIN CLRNC TO FL250 OR LOWER FOR A WINDMILLING AIRSTART UNTIL THE ACFT DESCENDED TO FL420. ARTCC CLRED US TO FL240 WHERE A SUCCESSFUL AIRSTART WAS ACCOMPLISHED. CABIN ALT WARNING HORN WENT ON AT APPROX FL415, CABIN ALT PEAKED AT 13,000'. O2 USED BY CREW ABOVE A CABIN ALT OF 10,000. UPON COMPLETION OF AIRSTART AT FL240 I REQUESTED FL410 AND WAS SUBSEQUENTLY CLRED. REMINDER OF FLT CONTINUED UNEVENTFULLY (FXE TO HPN). HUMAN PERFORMANCE CONSIDERATIONS: PROPER DECISION MADE BY REPORTER IN LIGHT OF FLAMEOUT TO IMMEDIATELY REQUEST LOWER ALT, USE OF OXYGEN, MAINTAIN CONTROL OF ACFT AND HIGH MACH # AND ALT WITHOUT THE AID OF THE F/O. INACTION OF F/O COMBINED WITH UNFAMILIARITY OF SMT LIMITATIONS AND SYSTEMS CONTRIBUTED TO INCREASED WORKLOAD OF PIC. SECOND IN COMMAND (SIC) EXPERIENCED SEVERE CASE OF PERCEPTUAL NARROWING. CONSEQUENTLY WAS USELESS IN THE DECISION LOOP. SIC NARROWED HIS MIND TO THE DISCOMFORT OF EARDRUM SQUEEZED AND CABIN TEMPERATURE INCREASE BUT TO PIC USE OF INTERNAL DEFOG FOR EMER PRESSURIZATION. ACFT WAS BEING OPERATED ON A FAR 91 LEG OF A CHARTER FLT (NO PAX AT TIME OF INCIDENT). PIC: FIRST TIME IN THE SMT. I NEEDED TO KNOW WHETHER OR NOT THE ACFT WOULD RELIABLY OPERATE AT FL450 FOR FUTURE REFERENCE FOR CUMULO-NIMBUS OVERFLTS, OBVIOUSLY IT WOULD NOT.

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.