Narrative:

Flight departed tokyo's narita airport for hong kong on 7/92. The aircraft was a widebody transport. Departure from narita was normal, with some occasional light chop in the climb. Flight climbed to cruise altitude of FL390 with all systems normal, and aircraft in VMC flight conditions. We were cruising on our assigned route of A-1 just passed mje, when approximately 100 mi southwest of osaka, japan we experienced a momentary occurrence of light turbulence (15 seconds). Engine ignition was selected to flight start prior to entering turbulence. At that moment I noticed engine #2 roll-back to idle. Approximately 30 seconds later engine #3 rolled back to idle. We requested an immediate descent, and tokyo ATC cleared us to FL350. Captain called for the engine failure checklist; so and myself performed the required items to secure the failed engines. An additional request to descend to a lower altitude was granted by tokyo ATC, so we continued to FL280. Engine instruments were in the required restart parameters, so restart procedure was performed on engines #2 and #3, both engines restarted with no irregularity. We requested a climb to FL350 and continued flight towards hong kong. We contacted company dispatch via ACARS, regarding our problem. We discussed our situation, and made the decision to land in taipei if the problem recurred. WX was poor and visibility low in japan due to a stationary front. We selected taipei because of excellent WX conditions and long runways in case of emergency landing. As we approached taipei engines were performing normal, so we elected to continue to hong kong. On arrival in hkg, logbook entry was made regarding our incident. Engine operation report and white line figures were performed in-flight. Supplemental information from acn 215665. At 390, WX was clear and we experienced an occasional light turbulence. 45 min after takeoff, we got a 'moderate bump.' 15 seconds later #2 engine spooled down, followed by #3 engine as well. There were no fire indications or spikes in egt's. We did feel and heard a soft 'pop', but nothing at all like a compressor stall. Our aircraft confign was FL390 about 555000 pounds tank to engine fuel, minus 57 degree cff 5500 pounds, ecpr 1.47 no pms, no autothrust used, #1 ign system on.

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Original NASA ASRS Text

Title: 2 INBOARD ENGS ON 4 ENG WDB FLAME OUT WHILE IN CRUISE FLT IN LIGHT TURB.

Narrative: FLT DEPARTED TOKYO'S NARITA ARPT FOR HONG KONG ON 7/92. THE ACFT WAS A WDB. DEP FROM NARITA WAS NORMAL, WITH SOME OCCASIONAL LIGHT CHOP IN THE CLB. FLT CLBED TO CRUISE ALT OF FL390 WITH ALL SYSTEMS NORMAL, AND ACFT IN VMC FLT CONDITIONS. WE WERE CRUISING ON OUR ASSIGNED RTE OF A-1 JUST PASSED MJE, WHEN APPROX 100 MI SW OF OSAKA, JAPAN WE EXPERIENCED A MOMENTARY OCCURRENCE OF LIGHT TURB (15 SECONDS). ENG IGNITION WAS SELECTED TO FLT START PRIOR TO ENTERING TURB. AT THAT MOMENT I NOTICED ENG #2 ROLL-BACK TO IDLE. APPROX 30 SECONDS LATER ENG #3 ROLLED BACK TO IDLE. WE REQUESTED AN IMMEDIATE DSCNT, AND TOKYO ATC CLRED US TO FL350. CAPT CALLED FOR THE ENG FAILURE CHKLIST; SO AND MYSELF PERFORMED THE REQUIRED ITEMS TO SECURE THE FAILED ENGS. AN ADDITIONAL REQUEST TO DSND TO A LOWER ALT WAS GRANTED BY TOKYO ATC, SO WE CONTINUED TO FL280. ENG INSTS WERE IN THE REQUIRED RESTART PARAMETERS, SO RESTART PROC WAS PERFORMED ON ENGS #2 AND #3, BOTH ENGS RESTARTED WITH NO IRREGULARITY. WE REQUESTED A CLB TO FL350 AND CONTINUED FLT TOWARDS HONG KONG. WE CONTACTED COMPANY DISPATCH VIA ACARS, REGARDING OUR PROBLEM. WE DISCUSSED OUR SITUATION, AND MADE THE DECISION TO LAND IN TAIPEI IF THE PROBLEM RECURRED. WX WAS POOR AND VISIBILITY LOW IN JAPAN DUE TO A STATIONARY FRONT. WE SELECTED TAIPEI BECAUSE OF EXCELLENT WX CONDITIONS AND LONG RWYS IN CASE OF EMER LNDG. AS WE APCHED TAIPEI ENGS WERE PERFORMING NORMAL, SO WE ELECTED TO CONTINUE TO HONG KONG. ON ARR IN HKG, LOGBOOK ENTRY WAS MADE REGARDING OUR INCIDENT. ENG OP RPT AND WHITE LINE FIGURES WERE PERFORMED INFLT. SUPPLEMENTAL INFO FROM ACN 215665. AT 390, WX WAS CLR AND WE EXPERIENCED AN OCCASIONAL LIGHT TURB. 45 MIN AFTER TKOF, WE GOT A 'MODERATE BUMP.' 15 SECONDS LATER #2 ENG SPOOLED DOWN, FOLLOWED BY #3 ENG AS WELL. THERE WERE NO FIRE INDICATIONS OR SPIKES IN EGT'S. WE DID FEEL AND HEARD A SOFT 'POP', BUT NOTHING AT ALL LIKE A COMPRESSOR STALL. OUR ACFT CONFIGN WAS FL390 ABOUT 555000 POUNDS TANK TO ENG FUEL, MINUS 57 DEG CFF 5500 POUNDS, ECPR 1.47 NO PMS, NO AUTOTHRUST USED, #1 IGN SYS ON.

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.