Narrative:

We were level at 320; had just checked in with center; and confirmed radar contact. I was first officer flying in the right seat; international relief officer was pilot monitoring (pm); and captain was on break. There was a bang and the aircraft yawed to the left. N1 and N2 on the left side were decreasing. I announced 'engine failure'; disconnected the autothrottles and autopilot; and assumed positive aircraft control. I then confirmed it was the left side with the pm and retarded the left thrust lever to idle. I called for the QRH and asked the international relief officer to identify as an emergency and request lower (engine out altitude was fl 230). We would eventually descend to fl 200.during the drift down; we started the QRH and when it got to the part about restart; we discussed our options. Left N1 was 25%; left N2 was around 26%; fuel flow was .6; vibration (vib) was normal; oil quantity was normal. The abnormal indications were that EPR was blank; exhaust gas temperature (egt) was rising into the red (it would eventually peak at 1002); and oil pressure was decreasing and in the red.we had asked for a heading to ZZZZ during the initial drift down. My thought process was that I was very familiar with the facilities at ZZZZ and if we somehow were able to get the engine restarted; I would prefer that. It also pointed us in the same general direction as ZZZZ1; so it didn't cost us anything by heading that way.during the restart discussion; the cabin call chime rang and the captain was at the door. She took her seat and we caught her up on the situation. We transferred aircraft control and continued the discussion about restart. The left autopilot was engaged and then there were two rapid engine surges and she directed us to continue the QRH as all thoughts of a restart were discarded. The international relief officer read the QRH while I (pm) performed the steps. We all confirmed irreversible actions (fuel control and fire handle). At this point we had leveled off at fl 200 and decided that ZZZZ1 was the nearest suitable field (weather was VFR with light winds and was provided by ATC). Checklist was completed up to the deferred items for the landing checklist. ZZZZ1 was about 160 NM away by this point.we then transferred aircraft control and the captain gave the briefing to the flight attendants and made a public address (PA) to the passengers. While she was doing that I coordinated the divert with ATC; passed them the souls on board and fuel and notified dispatch. Dispatch had previously gotten word somehow that we were an emergency and sent us a message; but I hadn't had time to respond. Once the captain was done with her PA. She assumed aircraft control and asked us if there was anything else we needed to be thinking; or if could think of anything we may have missed. We then flew a southeast visual to the runway; backed up by the localizer; exited the runway at the end and were inspected by crash fire rescue equipment (crash fire rescue). Nothing critical being discovered; we taxied to the ramp and did the parking checklist. Once the air stairs were in place we talked the crash fire rescue equipment chief and terminated the emergency with ground.

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Original NASA ASRS Text

Title: B767 flight crew reported an engine failure in cruise followed by a diversion to the nearest suitable airfield.

Narrative: We were level at 320; had just checked in with Center; and confirmed radar contact. I was First Officer flying in the right seat; IRO was Pilot Monitoring (PM); and Captain was on break. There was a bang and the aircraft yawed to the left. N1 and N2 on the left side were decreasing. I announced 'Engine Failure'; disconnected the Autothrottles and Autopilot; and assumed positive aircraft control. I then confirmed it was the left side with the PM and retarded the left thrust lever to idle. I called for the QRH and asked the IRO to identify as an emergency and request lower (Engine Out altitude was FL 230). We would eventually descend to FL 200.During the drift down; we started the QRH and when it got to the part about restart; we discussed our options. Left N1 was 25%; Left N2 was around 26%; fuel flow was .6; Vibration (VIB) was normal; oil quantity was normal. The abnormal indications were that EPR was blank; Exhaust Gas Temperature (EGT) was rising into the red (it would eventually peak at 1002); and oil pressure was decreasing and in the red.We had asked for a heading to ZZZZ during the initial drift down. My thought process was that I was very familiar with the facilities at ZZZZ and if we somehow were able to get the engine restarted; I would prefer that. It also pointed us in the same general direction as ZZZZ1; so it didn't cost us anything by heading that way.During the restart discussion; the cabin call chime rang and the Captain was at the door. She took her seat and we caught her up on the situation. We transferred aircraft control and continued the discussion about restart. The Left Autopilot was engaged and then there were two rapid engine surges and she directed us to continue the QRH as all thoughts of a restart were discarded. The IRO read the QRH while I (PM) performed the steps. We all confirmed irreversible actions (fuel control and Fire Handle). At this point we had leveled off at FL 200 and decided that ZZZZ1 was the nearest suitable field (Weather was VFR with light winds and was provided by ATC). Checklist was completed up to the deferred items for the landing checklist. ZZZZ1 was about 160 NM away by this point.We then transferred aircraft control and the Captain gave the briefing to the Flight Attendants and made a Public Address (PA) to the passengers. While she was doing that I coordinated the divert with ATC; passed them the Souls on Board and fuel and notified Dispatch. Dispatch had previously gotten word somehow that we were an emergency and sent us a message; but I hadn't had time to respond. Once the Captain was done with her PA. She assumed aircraft control and asked us if there was anything else we needed to be thinking; or if could think of anything we may have missed. We then flew a southeast visual to the Runway; backed up by the LOC; exited the runway at the end and were inspected by CFR (Crash Fire Rescue). Nothing critical being discovered; we taxied to the ramp and did the parking checklist. Once the air stairs were in place we talked the CFR chief and terminated the emergency with ground.

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.