This time Singapore Airlines Airbus "loses" engines

[Matthew]

A330 loses power in both engines temporarily.

Of course there was terror in the aisles.

>>>
The airline told MailOnline Travel: 'Both engines experienced a temporary loss of power, although one engine returned to normal operations almost immediately.

'The pilots followed operational procedures to restore normal operation of the second engine by putting the aircraft into a controlled descent, before climbing again.

'The flight continued normally to Shanghai and touched down uneventfully at 10:56pm local time.'
<<<

Any speculation that the crew shut down the wrong engine?

http://www.dailymail.co.uk/travel/t...fail-hitting-bad-weather-South-China-Sea.html

 

[Jim Logajan]

Turbulence may possibly flame out a turbo fan engine, but it would be a mother of a turbulence to do that.

At least two three notable cases of hail and/or rain causing flameout, though not sure how relevant they are to the incident in the first post:

http://en.wikipedia.org/wiki/Southern_Airways_Flight_242
http://en.wikipedia.org/wiki/Garuda_Indonesia_Flight_421
http://en.wikipedia.org/wiki/TACA_Flight_110

Wikipedia lists some other notable flameout incidents in its page on the subject and possible causes of flameouts:

http://en.wikipedia.org/wiki/Flameout

[Edited to add TACA Flight 110.]

 

[Jim Logajan]

And that is why I said it was weird! As to whether it was "rain" or slush...it was very heavy and flowed up the windscreen as it was illuminated by lightning. We also got "ice detected" message...in -50C where it SHOULD have been ice crystals. YES, ice crystals can build up to change the ice detect frequency but I usually never see that up there.

From Skybrary

Supercooled Water Droplets
Categories: Operational IssuesWeather
Article Information
Category: Weather Weather
Content source: SKYbrary Logo SKYbrary.gif
Content control: EUROCONTROL Logo EUROCONTROL.gif
[...]

I think these two long articles may be relevant; I've quoted some highlights:

http://aviationweek.com/bca/high-altitude-ice-crystal-icingMany business jets have the capability to climb quickly into the mid-40 flight levels and cruise far above most weather. It can be tempting to sit back, enjoying the generally clear skies at these altitudes and taking relief that the weather below us can’t hurt us. Unfortunately that “comfort zone” was temporarily burst on Nov. 28, 2005, when the dual-engine flame-out of a Beechjet rudely awakened the business jet community. Answers to important questions were not readily available in the immediate aftermath. Many of us wondered what could have caused two engines to simultaneously fail. Were these failures limited to the Pratt & Whitney Canada JT15D design, or could this happen to other engines?
According to NASA scientists Harold E. Addy Jr. and Jospeh P. Veres of the Glenn Research Center in Cleveland in “An Overview of NASA Engine Ice-Crystal Icing Research,” (NASA/TM-2011-217254, November 2011), “It is a problem whose frequency is alarmingly high…. Evidence indicates that engine icing incidents caused by ice accreting inside the core of jet-based engines have been occurring for over two decades.”
[...]Generally the events occurred from ISA+10C to ISA+20C. In fact, most of the events occurred outside the FAR Part 25 Appendix C envelope for engine certification in icing conditions. Aircraft were in the vicinity of convective clouds/thunderstorms, although flight crews reported no flight-radar echoes at the altitude of the event. Precipitation in the form of “rain” was noted on the windscreen, which at first perplexed investigators because the events occurred at altitudes far higher than where supercooled raindrops would exist. No airframe icing was noted. It has since been determined that the “rain on the windscreen” was actually the melting of the high-altitude ice particles.
Events commonly occurred while diverting around a flight-level high reflectivity region associated with an isolated thunderstorm core, as well as in the broad anvil outflow regions from clouds associated with convective storm complexes and tropical storms. Overshooting tops (dome-like protrusions from the top of an anvil cloud) are an indicator that significant convection is occurring and that ice crystal icing may be possible. Downwind from the tops of large areas of convective clouds, which are often signified by the visible anvil shape, is the main risk area for encountering high crystal concentrations.
Avoiding Convective Weather Linked to Ice-Crystal Icing Engine Events
http://www.boeing.com/commercial/aeromagazine/articles/qtr_01_10/5/Engine events most commonly occur at altitudes of 20,000 to 35,000 feet at temperatures ranging from ‑10 degrees C to -40 degrees C. However, some outlier events have occurred at altitudes as low as 9,000 feet with a temperature of ‑8 degrees C and at altitudes as high as 41,000 feet with temperatures down to ‑63 degrees C.

[...]Based on an analysis of the ice crystal engine event database, Boeing has developed the following recommendations to help flight crews avoid regions of HIWC:

• During flight in instrument meteorological conditions (IMC), avoid flying directly above significant amber- or red-depicted map weather radar regions.
• Use the weather radar gain and tilt functions to assess weather radar reflectivity below the airplane.

For example, if an airplane is flying in IMC above the freezing level and there are amber or red radar returns in the vicinity or cloud tops up to the tropopause, or the airplane is known to be in a convective cloud, regions of HIWC may be in the area. In this scenario, the pilot should point the radar down to look below the freezing level. If amber and red areas indicating heavy rain are detected below the freezing level, HIWC areas are possible above these low-level moderate to heavy rain regions. Under these conditions, the pilot should consider evasive action.