B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Workload; Time Pressure; Communication Breakdown; Training / Qualification
Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; General Declared Emergency
Aircraft; Weather
As the aircraft descended on the arrival; the crew requested and was cleared to deviate around weather that was on the arrival routing. At FL250; we were cleared direct to an arrival waypoint when able and given a descent to FL210. At this point the aircraft radar displayed dense red returns in all quadrants for a 20 mile radius with an isolated cell at approx 1:30. Despite the heavy radar returns the ride at this point was relatively smooth and the crew felt it was just heavy rain. We were asked to proceed direct the waypoint when able. Given that we had no indication from the radar that one flight path would be safer than another we accepted clearance direct as it was the shortest distance to escape the weather. As we turned direct aircraft encountered moderate turbulence with heavy rain and hail. CONT Ignition was selected as the First Officer continued the descent to FL210. With the power retarded; the left engine started to rollback. Left Pack light; left generator light and left engine anti-ice and wing anti-ice lights were going off and on with corresponding spikes on left engine instruments. The left oil pressure turned red. The Captain elected to shutdown the left engine following QRH procedures. At that point we declared an emergency to receive appropriate handling. We were cleared to descend to FL090. After about 3 to 4 minutes; the aircraft cleared the weather and the turbulence. The Captain then elected to restart left engine using the QRH procedures. The engine started normally and all systems were restored. Tower was informed that the engine failure had been corrected and that we expected to land without incident. The First Officer landed the aircraft on Runway XXR. Landing and rollout were normal and uneventful. Other factors pertinent to the situation: The EEC system was placarded inop per the MEL causing the crew the extra concern of over boosting the engines (over boosting never occurred). Language issues arose during the approach requiring extra time and effort to insure accurate information was passed & understood. The noise in the cockpit during the 3 to 4 minutes of moderate turbulence made the challenge/response potions of the QRH procedures more difficult. I am not sure if; during the confusion; I gave the prepare to land PA to the flight attendants. Because of the close proximity to the destination (less than 20 miles by the time the engine was restarted) I elected to concentrate on getting the aircraft on the ground rather than alerting the Purser to the situation. In retrospect I should have gotten the IRO to at least call him. I conducted a crew debrief in the First Class Cabin after the passengers left the airplane. The flight attendants seemed to appreciate the Q&A session we held. I let them know what happened and answered their questions and addressed their concerns. Both first officers performed wonderfully during the whole episode and truly were invaluable to the safe outcome of our flight.  In hindsight; I would like to add that our training in the school house and line experience made the whole situation; though highly unusual; seem routine. I think that is a very good thing.
As we turned to the waypoint; the aircraft encountered moderate turbulence with heavy rain and hail. I was the pilot flying and I disengaged the autopilot and turned the engine start selectors to CONT ignition as a precaution. The EEC's were placarded INOP so I had no autothrottles so I was hand flying a descent to FL210. With the power retarded; the left engine started to roll back. I pushed up both throttles but the left engine continued to stall and the right engine responded normally. The Relief Pilot reached up and started the APU. I discontinued the descent and referenced terrain on my FMC as well as weather on the Captain's FMC while staying on course as this was the shortest distance out of the weather. The left pack light; generator light; and engine and wing anti-ice lights were cycling ON and OFF with corresponding fluctuations in the left engine instruments. It was apparent to me that the engine was struggling to re-light but was losing the battle while producing no usable thrust. Perhaps a better radar? There were no towering cumulus clouds that we saw from altitude approaching the mountains - just a solid layer of clouds along the mountains. The radar display gave us nothing to indicate the heavy precipitation and turbulence we encountered. I think the volume of rain coupled with pulling back the throttles to idle triggered the event.
A B767-300 left engine rolled back then flamed out during descent with the engine anti-ice on at idle thrust in heavy rain with hail; but was restarted and operated normally to landing when clear of the weather.