Narrative:

During cruise we noticed that the #2 engine fuel flow was about 1100-1200 pounds higher than engine 1 and 3 with a higher egt of approximately 75 to 100 degrees at the same RPM. The fuel flow display became intermittent and eventually failed; and was replaced with an amber 'X.' shortly afterward; we began to receive an intermittent level one engine 2 vib hi message and we saw an amber boxed 5.0 reading on the sd. We then saw a master caution with the engine 2 oil quantity decreasing to near 0. We performed the applicable checklist which led us to continue the flight normally as long as engine oil pressure and temperature remained normal. Shortly later; while on descent on the arrival into cologne; we received a level 2 oil pressure low message. The engine 2 oil pressure gauge remained normal. We then received a level 2 engine @ oil press lo message and per the previous checklist we were led to the engine shutdown in flight checklist to shut down the #2 engine. On downwind to edgg we received a level 2 system 2 hydraulic fail message. We observed that the number 2 hydraulic system quantity had decreased to zero. We then performed the applicable aom (aircraft operating manual) checklist and we requested priority handling from cgn ATC. We asked for a slightly longer final approach to allow for extra time to configure due to the loss of #2 hydraulics. During configuration we observed slower than normal flap deployment; and even a brief and minor self-correcting flap asymmetry due to some flaps reaching position slower than others. We were; however; fully configured and stable well prior to 1000 feet and the landing was uneventful. After block-in crf (crash fire rescue) advised me of a visible stream of some vapor that he believed to be fuel from the #2 engine during roll-out. Additionally; the captain and I accomplished a post-flight visual inspection of the number 2 engine and found both the engine and aircraft structure immediately below the engine to be heavily coated in jet fuel. There was also a sizable amount of jet fuel dripping from the engine.

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Original NASA ASRS Text

Title: Pilot reported multiple EICAS messages resulting in an inflight shutdown of the #2 engine and a precautionary landing at the destination airport.

Narrative: During cruise we noticed that the #2 engine fuel flow was about 1100-1200 pounds higher than engine 1 and 3 with a higher EGT of approximately 75 to 100 degrees at the same RPM. The fuel flow display became intermittent and eventually failed; and was replaced with an amber 'X.' Shortly afterward; we began to receive an intermittent level one ENG 2 VIB HI message and we saw an amber boxed 5.0 reading on the SD. We then saw a Master Caution with the engine 2 oil quantity decreasing to near 0. We performed the applicable checklist which led us to continue the flight normally as long as engine oil pressure and temperature remained normal. Shortly later; while on descent on the arrival into Cologne; we received a level 2 oil pressure low message. The engine 2 oil pressure gauge remained normal. We then received a Level 2 ENG @ OIL PRESS LO message and per the previous checklist we were led to the engine shutdown in flight checklist to shut down the #2 engine. On downwind to EDGG we received a level 2 SYS 2 HYD FAIL message. We observed that the number 2 hydraulic system quantity had decreased to zero. We then performed the applicable AOM (Aircraft Operating Manual) checklist and we requested priority handling from CGN ATC. We asked for a slightly longer final approach to allow for extra time to configure due to the loss of #2 hydraulics. During configuration we observed slower than normal flap deployment; and even a brief and minor self-correcting flap asymmetry due to some flaps reaching position slower than others. We were; however; fully configured and stable well prior to 1000 feet and the landing was uneventful. After block-in CRF (Crash Fire Rescue) advised me of a visible stream of some vapor that he believed to be fuel from the #2 engine during roll-out. Additionally; the Captain and I accomplished a post-flight visual inspection of the number 2 engine and found both the engine and aircraft structure immediately below the engine to be heavily coated in jet fuel. There was also a sizable amount of jet fuel dripping from the engine.

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.