In-flight engine shutdown mandates flight crew request for emergency descent. Flameout at FL470.

Attributes
ACN	280739
Time
Date	199408
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : gcn
State Reference	AZ
Altitude	msl bound lower : 15000 msl bound upper : 45000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zla tower : avl
Operator	general aviation : personal
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	cruise other descent other other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 250 flight time total : 2350 flight time type : 15
ASRS Report	280739
Person 2
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 240 flight time total : 7500 flight time type : 4000
ASRS Report	280736
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : declared emergency flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

I was the acting first officer on a flight from durango to lax. We were just about to level off at our cruise altitude of FL470 (this aircraft is certified for FL510) when the left engine flamed out. We communicated to ATC that we were doing an emergency descent to FL250 in order to restart the engine. As the captain began the descent I started reading and calling out in-flight restart checklist. We determined that no structural damage had occurred in the engine, so upon leveling off of FL250 we attempted a restart, which was successful. Unfortunately only 1 engine was pressurizing the cabin at this time and it did this with hot air. It got so hot in the cabin that we decided to change our destination to las vegas and continued a descent to 15000 ft. But after recycling the emergency pressurization switch the other engine started pressurizing the cabin and the temperature dropped to a normal level. After checking all instruments and gauges we determined it was safe to continue to our original destination lax. This was communicated to ZLA, which they approved. We landed in lax without further incident. I believe the performance of our flight crew was good. We recognized the problem and took immediate corrective action which was rewarded by an immediate restart of the engine. Crew coordination and cockpit resource management was well utilized. I felt ATC's continued questions were disruptive to me trying to read and call out the checklist and answer ATC over warning whistles and bells. I do realize they tried to help, but in this case it was more disturbing than helpful.

Original NASA ASRS Text

Title: INFLT ENG SHUTDOWN MANDATES FLC REQUEST FOR EMER DSCNT. FLAMEOUT AT FL470.

Narrative: I WAS THE ACTING FO ON A FLT FROM DURANGO TO LAX. WE WERE JUST ABOUT TO LEVEL OFF AT OUR CRUISE ALT OF FL470 (THIS ACFT IS CERTIFIED FOR FL510) WHEN THE L ENG FLAMED OUT. WE COMMUNICATED TO ATC THAT WE WERE DOING AN EMER DSCNT TO FL250 IN ORDER TO RESTART THE ENG. AS THE CAPT BEGAN THE DSCNT I STARTED READING AND CALLING OUT INFLT RESTART CHKLIST. WE DETERMINED THAT NO STRUCTURAL DAMAGE HAD OCCURRED IN THE ENG, SO UPON LEVELING OFF OF FL250 WE ATTEMPTED A RESTART, WHICH WAS SUCCESSFUL. UNFORTUNATELY ONLY 1 ENG WAS PRESSURIZING THE CABIN AT THIS TIME AND IT DID THIS WITH HOT AIR. IT GOT SO HOT IN THE CABIN THAT WE DECIDED TO CHANGE OUR DEST TO LAS VEGAS AND CONTINUED A DSCNT TO 15000 FT. BUT AFTER RECYCLING THE EMER PRESSURIZATION SWITCH THE OTHER ENG STARTED PRESSURIZING THE CABIN AND THE TEMP DROPPED TO A NORMAL LEVEL. AFTER CHKING ALL INSTS AND GAUGES WE DETERMINED IT WAS SAFE TO CONTINUE TO OUR ORIGINAL DEST LAX. THIS WAS COMMUNICATED TO ZLA, WHICH THEY APPROVED. WE LANDED IN LAX WITHOUT FURTHER INCIDENT. I BELIEVE THE PERFORMANCE OF OUR FLC WAS GOOD. WE RECOGNIZED THE PROB AND TOOK IMMEDIATE CORRECTIVE ACTION WHICH WAS REWARDED BY AN IMMEDIATE RESTART OF THE ENG. CREW COORD AND COCKPIT RESOURCE MGMNT WAS WELL UTILIZED. I FELT ATC'S CONTINUED QUESTIONS WERE DISRUPTIVE TO ME TRYING TO READ AND CALL OUT THE CHECKLIST AND ANSWER ATC OVER WARNING WHISTLES AND BELLS. I DO REALIZE THEY TRIED TO HELP, BUT IN THIS CASE IT WAS MORE DISTURBING THAN HELPFUL.

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.