Narrative:

Almost immediately after leveling at FL230 I lost power on the right engine. The resulting yaw caused the autopilot to disengage and I lost several hundred feet and veered off course as a result. There was an almost 100 kt direct crosswind at the time. The power loss was also exactly at the time I was being handed off to the next controller. I reported to center that I had lost power and that I needed a lower altitude and for now the same heading. I then feathered the right engine. In the descent I asked for direct to [an alternate airport]. I am not sure exactly when I reached VFR conditions but it was pretty quick so no more ice. Sometime in there I was also handed off to approach. I suspicioned that the problem might be icing even though we had not been in icing conditions for more than a few minutes. With the aircraft stabilized I did further troubleshooting. There were no indications of any other issues with the engine. I believed that it had just flamed out due to ice ingestion. I consulted the checklist and decided to attempt an air start. Following the check list the procedure was initiated and the restart was successful. The engine started easily and came up to full power. I then advised [ATC] that I had corrected the problem and asked to continue to [original destination]. The rest of the flight was uneventful.I learned several things through this experience. First I did an absolute horrible job of maintaining altitude and course immediately following the power loss. I should have asked for lower immediately. It took me longer than it should have to feather the engine; hoping for at least partial power; and stabilize the aircraft. I should have never accepted the [ATC] handoff; changing frequencies and reestablishing contact was not something I should have been doing at that critical time. I certainly should have been more aware of the icing that was occurring. I have flown in lots of ice with no problem so you think you won't have one today. I am not sure if there was already a little ice on the intake when I turned on the heated intake and the continuous ignition or if the ignition did not come on right away or exactly what happened to cause the power loss but it was obviously something to do with the intake. I did stagger turning on the heated intake and the ignition between engines or I could possibly have lost both. The left had been on for a few minutes and always ran fine. Bottom line; I should have communicated sooner; recognized that it was not going to run at all sooner; should have maintained course better and definitely should have maintained altitude better.

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Original NASA ASRS Text

Title: AC95 pilot reported he was successful in restarting an engine that had failed probably due to improper anti-ice procedures.

Narrative: Almost immediately after leveling at FL230 I lost power on the right engine. The resulting yaw caused the autopilot to disengage and I lost several hundred feet and veered off course as a result. There was an almost 100 kt direct crosswind at the time. The power loss was also exactly at the time I was being handed off to the next controller. I reported to Center that I had lost power and that I needed a lower altitude and for now the same heading. I then feathered the right engine. In the descent I asked for direct to [an alternate airport]. I am not sure exactly when I reached VFR conditions but it was pretty quick so no more ice. Sometime in there I was also handed off to Approach. I suspicioned that the problem might be icing even though we had not been in icing conditions for more than a few minutes. With the aircraft stabilized I did further troubleshooting. There were no indications of any other issues with the engine. I believed that it had just flamed out due to ice ingestion. I consulted the checklist and decided to attempt an air start. Following the check list the procedure was initiated and the restart was successful. The engine started easily and came up to full power. I then advised [ATC] that I had corrected the problem and asked to continue to [original destination]. The rest of the flight was uneventful.I learned several things through this experience. First I did an absolute horrible job of maintaining altitude and course immediately following the power loss. I should have asked for lower immediately. It took me longer than it should have to feather the engine; hoping for at least partial power; and stabilize the aircraft. I should have never accepted the [ATC] handoff; changing frequencies and reestablishing contact was not something I should have been doing at that critical time. I certainly should have been more aware of the icing that was occurring. I have flown in lots of ice with no problem so you think you won't have one today. I am not sure if there was already a little ice on the intake when I turned on the heated intake and the continuous ignition or if the ignition did not come on right away or exactly what happened to cause the power loss but it was obviously something to do with the intake. I did stagger turning on the heated intake and the ignition between engines or I could possibly have lost both. The left had been on for a few minutes and always ran fine. Bottom line; I should have communicated sooner; recognized that it was not going to run at all sooner; should have maintained course better and definitely should have maintained altitude better.

Data retrieved from NASA's ASRS site 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.