Narrative:

Number 2 engine failed and restarted with only idle power available. Both pneumatic hydraulic pumps (system B and C) were turned on to provide backup pressure and to reduce load on #2 engine. Both pumps indicated low lube pressure shortly after turning them on. I couldn't believe both would fail together as they are independent system. I followed the flight manual procedure which was very simple 1) turn off air turbine machine, 2) turn on aircraft hydraulic pumps. Although for takeoff much is said about gear down performance nothing is mentioned for failure in-flight. Generally the pneumatic pumps are only on for #2 engine failure or hydraulic pump failure so, to me, no mention of a go around climb penalty means that it isn't a factor. Extensive guidance is given for takeoff with no air turbine machine but none for failure in flight. After landing and return to home station I was asked if I had taken this into account (the climb limit penalty). We are still discussing this and are trying to determine if the flight manual needs to be expanded. Also I noticed that the restart envelope graph can be difficult to read due to its small size and the fact that there is a different one for each type engine. Initially restart was tried at FL280 which is actually slightly above the recommended maximum. Descent was made and engine restarted.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB. ENG HAD BEEN SHUT DOWN AND RESTARTED. PNEUMATIC HYD PUMPS WERE TURNED ON AS BACKUP HYD PRESSURE, BUT BOTH PUMPS INDICATED LOW PRESSURE. THEY WERE TURNED OFF AND ACFT HYD PUMPS TURNED ON.

Narrative: NUMBER 2 ENG FAILED AND RESTARTED WITH ONLY IDLE PWR AVAILABLE. BOTH PNEUMATIC HYD PUMPS (SYS B AND C) WERE TURNED ON TO PROVIDE BACKUP PRESSURE AND TO REDUCE LOAD ON #2 ENG. BOTH PUMPS INDICATED LOW LUBE PRESSURE SHORTLY AFTER TURNING THEM ON. I COULDN'T BELIEVE BOTH WOULD FAIL TOGETHER AS THEY ARE INDEPENDENT SYS. I FOLLOWED THE FLT MANUAL PROC WHICH WAS VERY SIMPLE 1) TURN OFF AIR TURBINE MACHINE, 2) TURN ON ACFT HYD PUMPS. ALTHOUGH FOR TKOF MUCH IS SAID ABOUT GEAR DOWN PERFORMANCE NOTHING IS MENTIONED FOR FAILURE INFLT. GENERALLY THE PNEUMATIC PUMPS ARE ONLY ON FOR #2 ENG FAILURE OR HYD PUMP FAILURE SO, TO ME, NO MENTION OF A GAR CLB PENALTY MEANS THAT IT ISN'T A FACTOR. EXTENSIVE GUIDANCE IS GIVEN FOR TKOF WITH NO AIR TURBINE MACHINE BUT NONE FOR FAILURE IN FLT. AFTER LNDG AND RETURN TO HOME STATION I WAS ASKED IF I HAD TAKEN THIS INTO ACCOUNT (THE CLB LIMIT PENALTY). WE ARE STILL DISCUSSING THIS AND ARE TRYING TO DETERMINE IF THE FLT MANUAL NEEDS TO BE EXPANDED. ALSO I NOTICED THAT THE RESTART ENVELOPE GRAPH CAN BE DIFFICULT TO READ DUE TO ITS SMALL SIZE AND THE FACT THAT THERE IS A DIFFERENT ONE FOR EACH TYPE ENG. INITIALLY RESTART WAS TRIED AT FL280 WHICH IS ACTUALLY SLIGHTLY ABOVE THE RECOMMENDED MAX. DSCNT WAS MADE AND ENG RESTARTED.

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.