Narrative:

Location: teddy intersection, jvl.4 arrival. While in descent on our outbound leg from teddy intersection in holding for kord at FL220 with the engines at flight idle at about 210 KTS, the #2 engine rolled back and we received an engine #2 failure EICAS message and level 3 alert. The engine did not respond. We followed the EICAS checklist procedures and the engine restarted and operated normally through landing. The engine and airframe anti-icing system were on at the time though we were VMC, we had recently encountered icing conditions and had not turned them off at the time. Chicago WX and traffic conditions were not good, with 30 min efc, so we determined to declare an emergency and land as soon as possible, flying a single-engine approach profile as a precautionary measure though both engines were operating normally with no hint of any further problems. My first officer flew an expeditious descent to a straight-in on runway 14R with a smooth touchdown. I ran checklists and talked to the flight attendants and dispatch almost until the FAF. I elected not to brief the passenger, since we got a relight and everything was operations normal. Had there been any further hint of trouble we would have done a quick cabin preparation. We had 93 souls on board and 200 pounds of fuel. Approach control's handling of the situation was great, although I believe there might have been some momentary confusion about our call sign, since a similar call sign was also inbound at the time and ahead of us in the holding stack.

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Original NASA ASRS Text

Title: AT FL220 IN HOLDING DSCNT THE #2 ENG FLAMED OUT. THE FLC DECLARED AN EMER AND RELIT THE ENG AND LANDED NORMALLY.

Narrative: LOCATION: TEDDY INTXN, JVL.4 ARR. WHILE IN DSCNT ON OUR OUTBOUND LEG FROM TEDDY INTXN IN HOLDING FOR KORD AT FL220 WITH THE ENGS AT FLT IDLE AT ABOUT 210 KTS, THE #2 ENG ROLLED BACK AND WE RECEIVED AN ENG #2 FAILURE EICAS MESSAGE AND LEVEL 3 ALERT. THE ENG DID NOT RESPOND. WE FOLLOWED THE EICAS CHKLIST PROCS AND THE ENG RESTARTED AND OPERATED NORMALLY THROUGH LNDG. THE ENG AND AIRFRAME ANTI-ICING SYS WERE ON AT THE TIME THOUGH WE WERE VMC, WE HAD RECENTLY ENCOUNTERED ICING CONDITIONS AND HAD NOT TURNED THEM OFF AT THE TIME. CHICAGO WX AND TFC CONDITIONS WERE NOT GOOD, WITH 30 MIN EFC, SO WE DETERMINED TO DECLARE AN EMER AND LAND ASAP, FLYING A SINGLE-ENG APCH PROFILE AS A PRECAUTIONARY MEASURE THOUGH BOTH ENGS WERE OPERATING NORMALLY WITH NO HINT OF ANY FURTHER PROBS. MY FO FLEW AN EXPEDITIOUS DSCNT TO A STRAIGHT-IN ON RWY 14R WITH A SMOOTH TOUCHDOWN. I RAN CHKLISTS AND TALKED TO THE FLT ATTENDANTS AND DISPATCH ALMOST UNTIL THE FAF. I ELECTED NOT TO BRIEF THE PAX, SINCE WE GOT A RELIGHT AND EVERYTHING WAS OPS NORMAL. HAD THERE BEEN ANY FURTHER HINT OF TROUBLE WE WOULD HAVE DONE A QUICK CABIN PREPARATION. WE HAD 93 SOULS ON BOARD AND 200 LBS OF FUEL. APCH CTL'S HANDLING OF THE SIT WAS GREAT, ALTHOUGH I BELIEVE THERE MIGHT HAVE BEEN SOME MOMENTARY CONFUSION ABOUT OUR CALL SIGN, SINCE A SIMILAR CALL SIGN WAS ALSO INBOUND AT THE TIME AND AHEAD OF US IN THE HOLDING STACK.

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.