Narrative:

First officer was the PF and captain was monitoring. An uneventful departure and coast out. International relief officer took the first break then the first officer swapped out. As we settled in for the briefing; the international relief officer noticed a blue 'status message' indication on the EICAS. Pressing the status button revealed right oil filter. The captain and international relief officer brought out the QRH and began running the QRH checklist for right oil filter. The international relief officer assumed the radios and the captain assumed control of the aircraft. The first officer was brought back up into the observer's seat. The checklist called to retard the throttle until the right oil filter message disappeared or in the event of it not extinguishing; it called for the engine shutdown. The captain began a slow retardation of the throttle. We were at FL320. The throttle came back and the airspeed began to decrease. The message remained so we decided to call maintenance control/dispatch. We began our satcom call to maintenance control. We came on with dispatch and were patched through maintenance control. Maintenance control initially told us to press on and monitor. We queried him telling him that was not QRH procedure. We were then patched to a 767 systems matter expert on hand. We explained the situation to him and he suggested that we make sure we got the throttle all the way to idle before continuing a full shutdown. At that point we were required to descend to FL240 to be able to maintain airspeed. We requested the altitude descent via cpdlc. ATC queried our descent and ask for the nature of the descent. Asked if we were in an emergency. We explained the situation and were granted FL240. Upon leveling at FL240 we retarded the throttle to idle and the message remained. At this point all parties involved agreed to continue with the shutdown of the right engine. We shut it down via the QRH procedure. We then asked dispatch for our best options to divert. After evaluating the weather and alternates the decision by the company and the captain was to continue to ZZZZ. We were rerouted via the quickest route possible. The landing by the captain was uneventful.

Related reports:

Google
 

Original NASA ASRS Text

Title: B767 flight crew reported shutting down the right engine after observing a right oil filter Status message.

Narrative: FO was the PF and Captain was monitoring. An uneventful departure and coast out. IRO took the first break then the FO swapped out. As we settled in for the briefing; the IRO noticed a blue 'Status Message' indication on the EICAS. Pressing the status button revealed R Oil Filter. The Captain and IRO brought out the QRH and began running the QRH checklist for R Oil Filter. The IRO assumed the radios and the Captain assumed control of the aircraft. The FO was brought back up into the observer's seat. The checklist called to retard the throttle until the R OIL FILTER message disappeared or in the event of it not extinguishing; it called for the engine shutdown. The Captain began a slow retardation of the throttle. We were at FL320. The throttle came back and the airspeed began to decrease. The message remained so we decided to call Maintenance Control/Dispatch. We began our Satcom call to Maintenance Control. We came on with dispatch and were patched through maintenance control. Maintenance control initially told us to press on and monitor. We queried him telling him that was not QRH procedure. We were then patched to a 767 Systems Matter Expert on hand. We explained the situation to him and he suggested that we make sure we got the throttle all the way to idle before continuing a full shutdown. At that point we were required to descend to FL240 to be able to maintain airspeed. We requested the altitude descent via CPDLC. ATC queried our descent and ask for the nature of the descent. Asked if we were in an emergency. We explained the situation and were granted FL240. Upon leveling at FL240 we retarded the throttle to idle and the message remained. At this point all parties involved agreed to continue with the shutdown of the right engine. We shut it down via the QRH procedure. We then asked dispatch for our best options to divert. After evaluating the weather and alternates the decision by the company and the Captain was to continue to ZZZZ. We were rerouted via the quickest route possible. The landing by the Captain was uneventful.

Data retrieved from NASA's ASRS site 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.