Narrative:

Approximately 30 minutes into a routine flight; we were at cruise at FL320. With no warning; the engine rumbled for a couple of seconds with an obvious felt vibration and then after a slight pop the N1 of the right engine rolled back to around 30%. At the same time the egt started to climb and would not respond to retarding the thrust lever. The egt eventually reached 742 degrees before we could complete the engine fire/severe damage QRH. I elected to use that QRH due to the initial vibration and the temperature in the red zone. It was first officer (first officer) leg to fly and he assumed control of the aircraft immediately and smoothly; as well as taking the primary radio; while I began to run checklists and coordinate. ATC immediately offered [a diversion airport] as an option after we called in as an engine-out emergency. After running the checklist; securing the engine and beginning our driftdown; I began to attempt to contact company. I initially tried to call ops; but quickly realized we were too far away. My next choice was arinc. At first I could get no response on the center VHF radio; so I shifted to the right radio. On that radio I was able to hear a long conversation in progress between medlink and another aircraft. Not being able to contact dispatch; and having decided [the diversion airport] was near and suitable; I decided that managing the immediate situation was more important. We set up and briefed the approach during a long slow descent. We felt that rushing was not warranted; though we didn't waste time either. ATC was very helpful in coordinating the response from [emergency services] as well as facilitating our arrival to the airport. I tried one more time to contact company through arinc to coordinate with dispatch but was unable to get a reply. Center then gave us vectors to the ILS and we shot the visual approach to 23L. During the vectors; I realized that ATC probably had a way of contacting operations; and they said that they had an emergency number on our ATC strip. I agreed that would be the best number to call; and ATC came back and verified that company was aware of our situation and diversion.first officer did a great job flying the airplane and at no time did I even remotely feel that I should take over flying. My time was best spent supporting him and coordinating with all the various parties involved. Also; our jumpseater was [another] captain and even though we didn't need him to take an active part; I was very glad to have him along as an extra set of eyes and ears just in case. All in all; once we got settled down; training showed and the overall mood was surprisingly relaxed even though we were all undoubtedly thinking; 'I can't believe this just happened.' first officer landed the plane just as nicely as you could wish and we proceeded to taxi to a ramp.after all that; the phone calls began; and after consulting with ops; maintenance; and dispatch; we shut the plane down and departed for FBO and then the hotel.

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Original NASA ASRS Text

Title: B767 flight crew reported experiencing a failure of the right (Number 2) engine while at cruise altitude.

Narrative: Approximately 30 minutes into a routine flight; we were at cruise at FL320. With no warning; the engine rumbled for a couple of seconds with an obvious felt vibration and then after a slight pop the N1 of the right engine rolled back to around 30%. At the same time the EGT started to climb and would not respond to retarding the thrust lever. The EGT eventually reached 742 degrees before we could complete the Engine Fire/Severe Damage QRH. I elected to use that QRH due to the initial vibration and the temperature in the red zone. It was First Officer (FO) leg to fly and he assumed control of the aircraft immediately and smoothly; as well as taking the primary radio; while I began to run checklists and coordinate. ATC immediately offered [a diversion airport] as an option after we called in as an engine-out emergency. After running the checklist; securing the engine and beginning our driftdown; I began to attempt to contact company. I initially tried to call ops; but quickly realized we were too far away. My next choice was ARINC. At first I could get no response on the center VHF radio; so I shifted to the right radio. On that radio I was able to hear a long conversation in progress between Medlink and another aircraft. Not being able to contact dispatch; and having decided [the diversion airport] was near and suitable; I decided that managing the immediate situation was more important. We set up and briefed the approach during a long slow descent. We felt that rushing was not warranted; though we didn't waste time either. ATC was very helpful in coordinating the response from [emergency services] as well as facilitating our arrival to the airport. I tried one more time to contact company through ARINC to coordinate with dispatch but was unable to get a reply. Center then gave us vectors to the ILS and we shot the visual approach to 23L. During the vectors; I realized that ATC probably had a way of contacting Operations; and they said that they had an emergency number on our ATC strip. I agreed that would be the best number to call; and ATC came back and verified that company was aware of our situation and diversion.FO did a great job flying the airplane and at no time did I even remotely feel that I should take over flying. My time was best spent supporting him and coordinating with all the various parties involved. Also; our jumpseater was [another] Captain and even though we didn't need him to take an active part; I was very glad to have him along as an extra set of eyes and ears just in case. All in all; once we got settled down; training showed and the overall mood was surprisingly relaxed even though we were all undoubtedly thinking; 'I can't believe this just happened.' FO landed the plane just as nicely as you could wish and we proceeded to taxi to a ramp.After all that; the phone calls began; and after consulting with Ops; Maintenance; and Dispatch; we shut the plane down and departed for FBO and then the hotel.

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.