It does appear a mite odd... N3s are equipped with the 2C2C (a pair of them, actually).
However, it doesn't say who conducted the visual inspection on the engine in the initial posting, there's very little a pilot can look at other than harrumphing at the intake, exhaust, fluids on the deck, and tug knowingly on wiring harnesses and the odd fluid line. It also doesn't say where they were when it happened, nor the type of landing. Maybe they were at a remote site, contacted engineering who told them to do a visual. Were it me, I would have been suspicious of the DECU or something else related to fuel control as a cause of initial flameout. The point is that based solely upon the information in the initial posting, none of us really know what, if any, engineering input was given after the initial flameout.
As far as flying characteristics, depending upon the loading, the takeoff/landing environment, and numerous other factors, the N3 isn't particularly challenging to put down without exceeding an engine limit as long as you're flying on profile, but that's not to say it can't or doesn't happen.
It does strike me as peculiar that they restarted both engines once with no exceedance indications, flew it around (apparently) and then had an exceedance on the subsequent start.
Beats me... I choose response e) problem can not be solved with the information given.