Narrative:

I was pilot flying; captain was the pilot monitoring; and [relief] first officer (first officer) was on her rest break. The flight was in normal cruise flight at 36;000 feet; approximately .81 mach approaching the zzzzz waypoint; shortly after traveling north. During a scan of the engine instruments; I noticed that the right engine EPR (engine pressure ratio) was reading 1.03 with a reduced fuel flow of about 3.0. The left engine EPR was much higher and the fuel flow was greater than 7.0. I pointed out the discrepancy to the captain. We began to troubleshoot the problem and determined it was not an indication error. Movement of the right throttle caused no response in the right engine instrumentation nor was [an] engine response was felt or heard. The aircraft was maintaining 36;000 feet but had slowed down to approximately .78 mach. It appeared as if the right engine was stuck in idle. The right igniters were placed in the 'flight' position; no positive response was indicated by this action. A fuel imbalance was noted so we began to balance the fuel. After a short discussion of available diverts; ZZZ was decided upon if required. Upon reaching waypoint zzzzz we checked in with ZZZ control and informed them of the possible need to divert to ZZZ. I believe it was about 250 miles away at the time. Captain informed the cabin crew and summoned the first officer that was on break. The captain contacted dispatch and maintenance via satcom. I concentrated on flying the aircraft and making radio calls. When the first officer returned to the flight deck the captain briefed her on the divert and the engine status and pulled out the QRH in case the status deteriorated. He also briefed the purser; who also had to be gotten from break; with the test items and that we had 30 minutes until landing. Dispatch sent landing data and weather. The right engine continued to only produce an EPR of approximately 1.03. We informed ZZZ control of our need to divert because of an engine issue and [requested priority handling]. We were given a vector and descent to 11;000 feet. During our descent to 11;000 feet; passing through 25-30;000 feet; the right engine failed which was indicated by oil pressure in the red. The captain executed and first officer read the beginning of the engine failure QRH. It was determined by an indication on N1 and N2 that the engine re-lite checklist would be accomplished. The EICAS (engine indicating and crew alerting system) showed the relight altitudes and airspeeds and we were within those parameters. The QRH procedure was followed but the engine did not relight. The captain informed ZZZ approach that our engine loss of power was now an engine failure and that we were single engine. He also informed dispatch of the change in status and [maintenance control] and the purser. ZZZ controllers gave us vectors to the ILS runway X at ZZZ. We reviewed the emergency procedures to ensure we didn't miss anything. I briefed the approach in accordance with SOP. On localizer interception; the aircraft was high and fast so I disconnected the autopilot and hand flew the now visual approach. The approach to land was high all the way until approximately 300 feet. (My 500 foot callout was non-standard: I called out 'correcting' the high flight path). At about 40 feet the captain stated 'flare'; and I did so: I landed the aircraft (normal touchdown and within the landing zone) and came to a complete stop on the runway centerline. The 4 right brakes showed signs of overheating (EICAS display of up to 9) so we exited the runway and executed the QRH hot brake procedures. While waiting for the brakes to cool; the emergency ground crew noticed fuel leaking from the right engine. We noticed the right fuel control switch was on with one of the lights above it illuminated; we placed it in cutoff. The fuel leak continued so we pulled the right engine fire handle (but did not fire the bottle) and the fuel leak stopped. Additionally; the two; right; inboard tires deflated as their fuse plugs blew. After waiting the required brake cooling time; the aircraft was towed to the gate in ZZZ. A walk around inspection revealed the two deflated tires but no visible damage to the right engine. Earlier in the flight we did I receive two engine related status messages; one was the right engine eec (electronic engine control) C1 and I don't recall the other. During the flight I looked it up in the MEL and it reads 'note: C1 faults are annunciated for maintenance purposes only' so I disregarded it. I have no idea if this caused the engine malfunction or not.

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Original NASA ASRS Text

Title: B767 flight crew reported an engine failure; resulting in a diversion.

Narrative: I was pilot flying; Captain was the pilot monitoring; and [Relief] FO (First Officer) was on her rest break. The flight was in normal cruise flight at 36;000 feet; approximately .81 Mach approaching the ZZZZZ waypoint; shortly after traveling north. During a scan of the engine instruments; I noticed that the right engine EPR (Engine Pressure Ratio) was reading 1.03 with a reduced fuel flow of about 3.0. The left engine EPR was much higher and the fuel flow was greater than 7.0. I pointed out the discrepancy to the Captain. We began to troubleshoot the problem and determined it was not an indication error. Movement of the right throttle caused no response in the right engine instrumentation nor was [an] engine response was felt or heard. The aircraft was maintaining 36;000 feet but had slowed down to approximately .78 mach. It appeared as if the right engine was stuck in idle. The right igniters were placed in the 'Flight' position; no positive response was indicated by this action. A fuel imbalance was noted so we began to balance the fuel. After a short discussion of available diverts; ZZZ was decided upon if required. Upon reaching waypoint ZZZZZ we checked in with ZZZ Control and informed them of the possible need to divert to ZZZ. I believe it was about 250 miles away at the time. Captain informed the cabin crew and summoned the First Officer that was on break. The Captain contacted Dispatch and Maintenance via SATCOM. I concentrated on flying the aircraft and making radio calls. When the FO returned to the flight deck the Captain briefed her on the divert and the engine status and pulled out the QRH in case the status deteriorated. He also briefed the Purser; who also had to be gotten from break; with the TEST items and that we had 30 minutes until landing. Dispatch sent landing data and weather. The right engine continued to only produce an EPR of approximately 1.03. We informed ZZZ Control of our need to divert because of an engine issue and [requested priority handling]. We were given a vector and descent to 11;000 feet. During our descent to 11;000 feet; passing through 25-30;000 feet; the right engine failed which was indicated by oil pressure in the red. The Captain executed and FO read the beginning of the engine failure QRH. It was determined by an indication on N1 and N2 that the engine re-lite checklist would be accomplished. The EICAS (Engine Indicating and Crew Alerting System) showed the relight altitudes and airspeeds and we were within those parameters. The QRH procedure was followed but the engine did not relight. The Captain informed ZZZ Approach that our engine loss of power was now an engine failure and that we were single engine. He also informed dispatch of the change in status and [Maintenance Control] and the Purser. ZZZ controllers gave us vectors to the ILS Runway X at ZZZ. We reviewed the emergency procedures to ensure we didn't miss anything. I briefed the approach IAW SOP. On localizer interception; the aircraft was high and fast so I disconnected the autopilot and hand flew the now visual approach. The approach to land was high all the way until approximately 300 feet. (My 500 foot callout was non-standard: I called out 'Correcting' the high flight path). At about 40 feet the Captain stated 'Flare'; and I did so: I landed the aircraft (normal touchdown and within the landing zone) and came to a complete stop on the runway centerline. The 4 right brakes showed signs of overheating (EICAS display of up to 9) so we exited the runway and executed the QRH Hot Brake procedures. While waiting for the brakes to cool; the emergency ground crew noticed fuel leaking from the right engine. We noticed the right Fuel Control switch was on with one of the lights above it illuminated; we placed it in Cutoff. The fuel leak continued so we pulled the right engine fire handle (but did not fire the bottle) and the fuel leak stopped. Additionally; the two; right; inboard tires deflated as their fuse plugs blew. After waiting the required brake cooling time; the aircraft was towed to the gate in ZZZ. A walk around inspection revealed the two deflated tires but no visible damage to the right engine. Earlier in the flight we did I receive two engine related status messages; one was the R ENG EEC (Electronic Engine Control) C1 and I don't recall the other. During the flight I looked it up in the MEL and it reads 'NOTE: C1 FAULTS ARE ANNUNCIATED FOR MAINTENANCE PURPOSES ONLY' so I disregarded it. I have no idea if this caused the engine malfunction or not.

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.