Narrative:

At top of descent when throttles came back we experienced an intermittent vibration. This went on for about 2 mins. The relief pilot indicated that vibration levels were high on #2 engine. The first officer (PF) pointed out that the egt was increasing on #2 engine. We were still unsure exactly what our problem was, but it felt like a compressor stall. The status page indicated right engine eec C1. At this point we were about 10 mins from landing. Engine #2 egt had stabilized but the oil temperature was rising and the oil psi was decreasing. When N2 dropped below 50%, the right generator dropped off line, so I started the APU. When the oil psi went into the red, we consulted irregular oil psi low checklist followed by irregular in-flight engine shutdown. The tower was notified as well as the flight attendants. Our #1 priority was aviate, navigation, and communicate. Because of the proximity of the airport and excellent WX, we forgot to inform dispatch. This omission was inadvertent and unintentional. Landing was uneventful by first officer. Maintenance was briefed on arrival. Supplemental information from acn 610768: at the beginning of the descent felt vibration. As we continued on the descent, I pointed out to the captain a steady rise in egt. The captain and relief pilot were going through checklists and I concentrated on flying the aircraft. At this time we had eec and speed card status messages. As we got to a lower altitude and closer to the destination, our oil temperature started to rise and the oil pressure also started to drop. When the oil temperature went into the red zone we decided it was best to do a precautionary engine shutdown. The APU was started and again the other 2 pilots worked all the pertinent checklists as I focused on flying the airplane. The tower and flight attendants were notified, but because we were approximately 5 mins from landing at the time of shutdown, we did not find a time slot to notify the company. This might have been inadvertent, however, we were involved in multiple checklists at a difficult time of the day (XA00) after flying all night. We needed to stay focused and utilize all our resources and training to the best of our abilities. The approach and landing were uneventful. I felt that it was a team effort from the beginning, that the captain ran the cockpit in a very professional, calm and collected manner. We did our very best to put the aircraft on the ground as quickly and as safely as possible, as we were not certain of the exact condition of the impaired engine and other problems that might have arisen had we stayed airborne longer or left the engine running. Maintenance was briefed on all the events that led up to the engine shutdown.

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Original NASA ASRS Text

Title: B767-300 CREW HAD A SILENT ENG STALL WHEN BEGINNING DSCNT. THE ENG THEN ROLLED BACK TO SUB IDLE CONDITIONS. A PRECAUTIONARY ENG SHUTDOWN WAS ACCOMPLISHED.

Narrative: AT TOP OF DSCNT WHEN THROTTLES CAME BACK WE EXPERIENCED AN INTERMITTENT VIBRATION. THIS WENT ON FOR ABOUT 2 MINS. THE RELIEF PLT INDICATED THAT VIBRATION LEVELS WERE HIGH ON #2 ENG. THE FO (PF) POINTED OUT THAT THE EGT WAS INCREASING ON #2 ENG. WE WERE STILL UNSURE EXACTLY WHAT OUR PROB WAS, BUT IT FELT LIKE A COMPRESSOR STALL. THE STATUS PAGE INDICATED R ENG EEC C1. AT THIS POINT WE WERE ABOUT 10 MINS FROM LNDG. ENG #2 EGT HAD STABILIZED BUT THE OIL TEMP WAS RISING AND THE OIL PSI WAS DECREASING. WHEN N2 DROPPED BELOW 50%, THE R GENERATOR DROPPED OFF LINE, SO I STARTED THE APU. WHEN THE OIL PSI WENT INTO THE RED, WE CONSULTED IRREGULAR OIL PSI LOW CHKLIST FOLLOWED BY IRREGULAR INFLT ENG SHUTDOWN. THE TWR WAS NOTIFIED AS WELL AS THE FLT ATTENDANTS. OUR #1 PRIORITY WAS AVIATE, NAV, AND COMMUNICATE. BECAUSE OF THE PROX OF THE ARPT AND EXCELLENT WX, WE FORGOT TO INFORM DISPATCH. THIS OMISSION WAS INADVERTENT AND UNINTENTIONAL. LNDG WAS UNEVENTFUL BY FO. MAINT WAS BRIEFED ON ARR. SUPPLEMENTAL INFO FROM ACN 610768: AT THE BEGINNING OF THE DSCNT FELT VIBRATION. AS WE CONTINUED ON THE DSCNT, I POINTED OUT TO THE CAPT A STEADY RISE IN EGT. THE CAPT AND RELIEF PLT WERE GOING THROUGH CHKLISTS AND I CONCENTRATED ON FLYING THE ACFT. AT THIS TIME WE HAD EEC AND SPD CARD STATUS MESSAGES. AS WE GOT TO A LOWER ALT AND CLOSER TO THE DEST, OUR OIL TEMP STARTED TO RISE AND THE OIL PRESSURE ALSO STARTED TO DROP. WHEN THE OIL TEMP WENT INTO THE RED ZONE WE DECIDED IT WAS BEST TO DO A PRECAUTIONARY ENG SHUTDOWN. THE APU WAS STARTED AND AGAIN THE OTHER 2 PLTS WORKED ALL THE PERTINENT CHKLISTS AS I FOCUSED ON FLYING THE AIRPLANE. THE TWR AND FLT ATTENDANTS WERE NOTIFIED, BUT BECAUSE WE WERE APPROX 5 MINS FROM LNDG AT THE TIME OF SHUTDOWN, WE DID NOT FIND A TIME SLOT TO NOTIFY THE COMPANY. THIS MIGHT HAVE BEEN INADVERTENT, HOWEVER, WE WERE INVOLVED IN MULTIPLE CHKLISTS AT A DIFFICULT TIME OF THE DAY (XA00) AFTER FLYING ALL NIGHT. WE NEEDED TO STAY FOCUSED AND UTILIZE ALL OUR RESOURCES AND TRAINING TO THE BEST OF OUR ABILITIES. THE APCH AND LNDG WERE UNEVENTFUL. I FELT THAT IT WAS A TEAM EFFORT FROM THE BEGINNING, THAT THE CAPT RAN THE COCKPIT IN A VERY PROFESSIONAL, CALM AND COLLECTED MANNER. WE DID OUR VERY BEST TO PUT THE ACFT ON THE GND AS QUICKLY AND AS SAFELY AS POSSIBLE, AS WE WERE NOT CERTAIN OF THE EXACT CONDITION OF THE IMPAIRED ENG AND OTHER PROBS THAT MIGHT HAVE ARISEN HAD WE STAYED AIRBORNE LONGER OR LEFT THE ENG RUNNING. MAINT WAS BRIEFED ON ALL THE EVENTS THAT LED UP TO THE ENG SHUTDOWN.

Data retrieved from NASA's ASRS site as of July 2007 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.