This thread has a lot of relevance to me as a professional aviator. And fwiw I do try and learn from accidents/incidents. Also gaining a little more background info on some of the a/c subsystems & design can be relevant when the time comes to analyze what is going on with aircraft systems. (if there is any time).
I for one wish I had known about TAT Probe Icing (AND: possible EICAS messages) at high altitudes last year when we flew through high Cirrus upwind of a line squall south of Indonesia. St Elmo's fire was unreal.
The Thrust Lim/ Opt Crz & Max Crz / EPR ratings / TAT disappeared of the screens and FMC's, shortly followed by A/T disconnect.
Man Thrust for the next 3 minutes. No Engine Anti-Ice On cycling at this stage. So we related the A/T failure due to static around the EEC's.
After 3 minutes exited the high Cirrus et voila, A/T was able to be re-engaged and after checking Maint Page etc confirmed A/T was deemed satis for the remainder of the flight.
In hindsight it was confirmed to have been port icing.
And this was clear of an actual cell at 39000'