Narrative:

Approximately 3 hours into the flight; an right engine oil filter bypass status message appeared on the status page. The first officer (first officer) sent an frm (fault reporting manual) code via ACARS and we subsequently received confirmation of receipt with no further action on our part. Several hours later while descending out of approximately FL130; the engine oil filter right EICAS message appeared and the first officer proceeded to run the associated [emergency checklist]. The [emergency checklist] directed; and we subsequently accomplished; shutdown of the right engine. We [advised ATC] and requested hold while the international relief officer (international relief officer) communicated with [dispatch] and the cabin crew. The dispatcher computed single-engine landing distance and the cabin crew was briefed to prepare for normal landing. After checklist accomplished; PA announcement to passengers; approach re-briefing; and stakeholders advised; we proceeded to fly auto-coupled approach to runway xx. Autopilot was disconnected at approximately 300 ft followed by nominal landing at flaps 20; as directed by the [emergency checklist]. Normal taxi to gate following brief stop on taxiway to confirm via VHF that no further assistance was needed from [maintenance]. Following parking checklist at gate; we conducted debriefing with [dispatch]; [operations control]; cabin crew; and [maintenance]. Due to distractions following arrival at gate; we neglected to make frm entry into ACARS but followed up via telephone with [maintenance control] after leaving airport. In retrospect; it may have been a good idea to discuss the filter bypass status message that appeared earlier in the flight with [dispatch]/[maintenance control] prior to ETOPS entry. Although there is no apparent requirement to do so and I doubt it would have resulted in a decision to return to [the departure airport] or other domestic diversion point; the subsequent EICAS message could have resulted in an ETOPS diversion had it occurred earlier in the flight. Also; we briefly reviewed the one-engine inoperative approach; landing; and missed approach procedures while in the hold but missed the fact that autoland is recommended. I opted for a manual landing to avoid any additional time or confusion briefing the autoland and found it to be no different than any other landing.

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Original NASA ASRS Text

Title: B787 flight crew reported an engine oil filter EICAS message which forced them to shut down an engine.

Narrative: Approximately 3 hours into the flight; an R engine oil filter bypass status message appeared on the status page. The FO (First Officer) sent an FRM (Fault Reporting Manual) code via ACARS and we subsequently received confirmation of receipt with no further action on our part. Several hours later while descending out of approximately FL130; the ENG OIL FILTER R EICAS message appeared and the FO proceeded to run the associated [Emergency Checklist]. The [Emergency Checklist] directed; and we subsequently accomplished; shutdown of the R engine. We [advised ATC] and requested hold while the IRO (International Relief Officer) communicated with [Dispatch] and the cabin crew. The dispatcher computed single-engine landing distance and the cabin crew was briefed to prepare for normal landing. After checklist accomplished; PA announcement to passengers; approach re-briefing; and stakeholders advised; we proceeded to fly auto-coupled approach to runway XX. Autopilot was disconnected at approximately 300 ft followed by nominal landing at flaps 20; as directed by the [Emergency Checklist]. Normal taxi to gate following brief stop on taxiway to confirm via VHF that no further assistance was needed from [Maintenance]. Following Parking Checklist at gate; we conducted debriefing with [Dispatch]; [Operations Control]; Cabin Crew; and [Maintenance]. Due to distractions following arrival at gate; we neglected to make FRM entry into ACARS but followed up via telephone with [Maintenance Control] after leaving airport. In retrospect; it may have been a good idea to discuss the filter bypass status message that appeared earlier in the flight with [Dispatch]/[Maintenance Control] prior to ETOPS entry. Although there is no apparent requirement to do so and I doubt it would have resulted in a decision to return to [the departure airport] or other domestic diversion point; the subsequent EICAS message could have resulted in an ETOPS diversion had it occurred earlier in the flight. Also; we briefly reviewed the one-engine inoperative approach; landing; and missed approach procedures while in the hold but missed the fact that autoland is recommended. I opted for a manual landing to avoid any additional time or confusion briefing the autoland and found it to be no different than any other landing.

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.