Well said lomapaseo
Here is just another extract:
Originally Posted by Mason/Strapp/Chow research
The actual mechanism for engine powerloss takes many forms, depending on the engine. Each engine’s overall
stability is a balance between compressor stability, combustor stability, and the fuel available for acceleration.
The component that is the mechanism for failure is the element with the least margin to cope with an ice ingestion, and varies by engine type. All of the following mechanisms have occurred:
• Engine surge and stall: ice shed into the compressor can drive the engine into stall due to the combined
effect of the lost inertial and heat energy to the ice, and the inefficiency of the airfoils having ice on them.
The scenario begins with a compressor surge (a sudden flow reversal) followed by stall (engine rotor
speeds decay), as airflow is reduced due the presence of one or more compressor stages with localized
airflow separation. The combustor remains lit, and due to the lack of airflow, exhaust gas temperature
(EGT) typically rises quickly.
• Flameout: quenching of the combustor following the ingestion a quantity of ice.
• Engine damage: engine blades and vanes can become damaged as shed ice impacts them. Typically minor blade tip curl is the only damage present owever, rare instances of blade release have occurred. Damage has also occurred without any other symptom.
The event data indicate that following the powerloss, all engines were restarted. Even in the rare cases where the engine was damaged, those engines were restarted and operated normally for the remainder of the flight. Typically the encounter with high concentrations of ice particles is relatively brief, as inferred from TAT anomaly data...[...]...In all cases, once the aircraft exited the ice particle conditions, and descended to the restart envelope, the engine was restarted.