Narrative:

I was sitting in the captain's chair and the flying first officer was in his seat. He was flying the aircraft. We were at FL380 in smooth air. I heard a change in the sound of the aircraft and we got an autothrottle light. Looking at the top screen; I saw we lost the indications on the right engine. Then I looked down at the bottom screen and saw N2 dropping and called out engine fail. The flying first officer called for QRH. Now I've done this before and I know better; but I did it again. I was looking for an engine fail checklist. Well; I remembered we don't have one and it didn't look like a fire/severe damage; so I went to the driftdown. As I started to run that checklist; we called the captain back from break. We started the driftdown and declared emergency with center. The captain took his seat and we decided to try a relight. We did the checklist with no relight. N2 was now at 0 and not moving. We later tried to use the xbleed start and once again got no relight. N2 never moved off 0. We then ran the shutdown checklist. At this time we got dispatch and maintenance control on satcom. Maintenance control said it sounded like an eec problem and we decided to divert. Dispatch; early on; told us the closest suitable was ZZZZ1. After we had done all the checklists and made the decision to divert; we were about the same distance in time to ZZZZ2 and they had better WX. We got the information from dispatch and the WX. Center was great in their help and staying out of our way when we were busy. We went over the diversion quick reference page and looked over the single engine profiles. On the way there; we ran the xfeed checklist and xfeed for some time. We finished that up and proceeded into ZZZZ2. We did get another fuel confign on final; but decided the safest course of action was not to do anything about it. Landed without any problems. We didn't have approach plates for runway xxr. We had the frequency from the first information dispatch sent. We asked for more information and they sent it to us. However; the frequency was incorrect. We checked with controllers and got the information we needed. Supplemental information from acn 811374: the captain was on his break and first officer was performing the PNF duties from the left seat. We were flying a B767 at FL380; mach .79; in clear and smooth air about 180 mi east of abc. Up to this point in the flight; we had experienced no irregularities. We were in normal fueling confign with 4 pumps on and xfeed closed. We lost the right engine. The gross weight was 290K pounds and we had 32.0 fuel. There was only a very slight yaw. The autothrottles clicked off. To the best of my knowledge; here are the #2 engine indications that I remember: oil pressure 4-10 psi; egt and N1 were blank. First officer called the engine loss and I called for the QRH. We quickly established that I would maintain control of the aircraft and he would run the QRH. The flight attendants called at least a couple of times indicating the plane was dark. I declared an emergency with center. First officer started running the engine fire/severe damage/separation. We established the driftdown at eo speed of 229 KTS to descend to FL240. I initially let the speed get 220 KTS before establishing 229 KTS. At some point; first officer asked the flight attendants to notify the captain and he was in the cockpit within about 4 mins. I continued to fly the aircraft and coordinate with ATC as the captain and first officer ran the various checklists. There was a right engine eec status message and we determined to attempt an in-flight air start attempt per checklist. Initially; dispatch stated ZZZZ1 was the best suitable alternate. However; we were working with center and dispatch and we determined to divert to ZZZZ2 because the WX was better; the longest runway was 11000 ft and the distance was only about 20 mi greater. En route; a 'fuel confign' light came on and we balanced fuel per checklist. When we turned toward ZZZZ2 we were 384 mi away. We continued our driftdown and coordinated with maintenance control; dispatch; and the flight attendants. One flight attendant did report a light smell of smoke; right side of the middle cabin. Dispatch sent us airport information as well and landing performance data for runway xx. The only discrepancy was the ILS frequency sent from dispatch did not match what the FMC loaded. We confirmed the correct frequency with center which matched the one indicated by the FMC. We planned and briefed a flaps 20 degrees single engine approach and landing at a gross weight of 282K pounds. Captain flew a non eventful approach and landing. Airport and station personnel were ready for us when we arrived. Overall; I felt the crew coordination between all parties went very smoothly. In the cockpit; there was no confusion on what needed to be done as we worked together. We had plenty of time to thoroughly brief and go over checklists as the whole event took approximately 1 hour.

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Original NASA ASRS Text

Title: B767 FLIGHT CREW REPORTS ENGINE FAILURE AT FL380 WITH DRIFTDOWN AND DIVERSION TO NEAREST SUITABLE AIRPORT.

Narrative: I WAS SITTING IN THE CAPT'S CHAIR AND THE FLYING FO WAS IN HIS SEAT. HE WAS FLYING THE ACFT. WE WERE AT FL380 IN SMOOTH AIR. I HEARD A CHANGE IN THE SOUND OF THE ACFT AND WE GOT AN AUTOTHROTTLE LIGHT. LOOKING AT THE TOP SCREEN; I SAW WE LOST THE INDICATIONS ON THE R ENG. THEN I LOOKED DOWN AT THE BOTTOM SCREEN AND SAW N2 DROPPING AND CALLED OUT ENG FAIL. THE FLYING FO CALLED FOR QRH. NOW I'VE DONE THIS BEFORE AND I KNOW BETTER; BUT I DID IT AGAIN. I WAS LOOKING FOR AN ENG FAIL CHKLIST. WELL; I REMEMBERED WE DON'T HAVE ONE AND IT DIDN'T LOOK LIKE A FIRE/SEVERE DAMAGE; SO I WENT TO THE DRIFTDOWN. AS I STARTED TO RUN THAT CHKLIST; WE CALLED THE CAPT BACK FROM BREAK. WE STARTED THE DRIFTDOWN AND DECLARED EMER WITH CTR. THE CAPT TOOK HIS SEAT AND WE DECIDED TO TRY A RELIGHT. WE DID THE CHKLIST WITH NO RELIGHT. N2 WAS NOW AT 0 AND NOT MOVING. WE LATER TRIED TO USE THE XBLEED START AND ONCE AGAIN GOT NO RELIGHT. N2 NEVER MOVED OFF 0. WE THEN RAN THE SHUTDOWN CHKLIST. AT THIS TIME WE GOT DISPATCH AND MAINT CTL ON SATCOM. MAINT CTL SAID IT SOUNDED LIKE AN EEC PROB AND WE DECIDED TO DIVERT. DISPATCH; EARLY ON; TOLD US THE CLOSEST SUITABLE WAS ZZZZ1. AFTER WE HAD DONE ALL THE CHKLISTS AND MADE THE DECISION TO DIVERT; WE WERE ABOUT THE SAME DISTANCE IN TIME TO ZZZZ2 AND THEY HAD BETTER WX. WE GOT THE INFO FROM DISPATCH AND THE WX. CTR WAS GREAT IN THEIR HELP AND STAYING OUT OF OUR WAY WHEN WE WERE BUSY. WE WENT OVER THE DIVERSION QUICK REF PAGE AND LOOKED OVER THE SINGLE ENG PROFILES. ON THE WAY THERE; WE RAN THE XFEED CHKLIST AND XFEED FOR SOME TIME. WE FINISHED THAT UP AND PROCEEDED INTO ZZZZ2. WE DID GET ANOTHER FUEL CONFIGN ON FINAL; BUT DECIDED THE SAFEST COURSE OF ACTION WAS NOT TO DO ANYTHING ABOUT IT. LANDED WITHOUT ANY PROBS. WE DIDN'T HAVE APCH PLATES FOR RWY XXR. WE HAD THE FREQ FROM THE FIRST INFO DISPATCH SENT. WE ASKED FOR MORE INFO AND THEY SENT IT TO US. HOWEVER; THE FREQ WAS INCORRECT. WE CHKED WITH CTLRS AND GOT THE INFO WE NEEDED. SUPPLEMENTAL INFO FROM ACN 811374: THE CAPT WAS ON HIS BREAK AND FO WAS PERFORMING THE PNF DUTIES FROM THE L SEAT. WE WERE FLYING A B767 AT FL380; MACH .79; IN CLEAR AND SMOOTH AIR ABOUT 180 MI E OF ABC. UP TO THIS POINT IN THE FLT; WE HAD EXPERIENCED NO IRREGULARITIES. WE WERE IN NORMAL FUELING CONFIGN WITH 4 PUMPS ON AND XFEED CLOSED. WE LOST THE R ENG. THE GROSS WT WAS 290K LBS AND WE HAD 32.0 FUEL. THERE WAS ONLY A VERY SLIGHT YAW. THE AUTOTHROTTLES CLICKED OFF. TO THE BEST OF MY KNOWLEDGE; HERE ARE THE #2 ENG INDICATIONS THAT I REMEMBER: OIL PRESSURE 4-10 PSI; EGT AND N1 WERE BLANK. FO CALLED THE ENG LOSS AND I CALLED FOR THE QRH. WE QUICKLY ESTABLISHED THAT I WOULD MAINTAIN CTL OF THE ACFT AND HE WOULD RUN THE QRH. THE FLT ATTENDANTS CALLED AT LEAST A COUPLE OF TIMES INDICATING THE PLANE WAS DARK. I DECLARED AN EMER WITH CTR. FO STARTED RUNNING THE ENG FIRE/SEVERE DAMAGE/SEPARATION. WE ESTABLISHED THE DRIFTDOWN AT EO SPD OF 229 KTS TO DSND TO FL240. I INITIALLY LET THE SPD GET 220 KTS BEFORE ESTABLISHING 229 KTS. AT SOME POINT; FO ASKED THE FLT ATTENDANTS TO NOTIFY THE CAPT AND HE WAS IN THE COCKPIT WITHIN ABOUT 4 MINS. I CONTINUED TO FLY THE ACFT AND COORDINATE WITH ATC AS THE CAPT AND FO RAN THE VARIOUS CHKLISTS. THERE WAS A R ENG EEC STATUS MESSAGE AND WE DETERMINED TO ATTEMPT AN INFLT AIR START ATTEMPT PER CHKLIST. INITIALLY; DISPATCH STATED ZZZZ1 WAS THE BEST SUITABLE ALTERNATE. HOWEVER; WE WERE WORKING WITH CTR AND DISPATCH AND WE DETERMINED TO DIVERT TO ZZZZ2 BECAUSE THE WX WAS BETTER; THE LONGEST RWY WAS 11000 FT AND THE DISTANCE WAS ONLY ABOUT 20 MI GREATER. ENRTE; A 'FUEL CONFIGN' LIGHT CAME ON AND WE BALANCED FUEL PER CHKLIST. WHEN WE TURNED TOWARD ZZZZ2 WE WERE 384 MI AWAY. WE CONTINUED OUR DRIFTDOWN AND COORDINATED WITH MAINT CTL; DISPATCH; AND THE FLT ATTENDANTS. ONE FLT ATTENDANT DID RPT A LIGHT SMELL OF SMOKE; R SIDE OF THE MIDDLE CABIN. DISPATCH SENT US ARPT INFO AS WELL AND LNDG PERFORMANCE DATA FOR RWY XX. THE ONLY DISCREPANCY WAS THE ILS FREQ SENT FROM DISPATCH DID NOT MATCH WHAT THE FMC LOADED. WE CONFIRMED THE CORRECT FREQ WITH CTR WHICH MATCHED THE ONE INDICATED BY THE FMC. WE PLANNED AND BRIEFED A FLAPS 20 DEGS SINGLE ENG APCH AND LNDG AT A GROSS WT OF 282K LBS. CAPT FLEW A NON EVENTFUL APCH AND LNDG. ARPT AND STATION PERSONNEL WERE READY FOR US WHEN WE ARRIVED. OVERALL; I FELT THE CREW COORD BTWN ALL PARTIES WENT VERY SMOOTHLY. IN THE COCKPIT; THERE WAS NO CONFUSION ON WHAT NEEDED TO BE DONE AS WE WORKED TOGETHER. WE HAD PLENTY OF TIME TO THOROUGHLY BRIEF AND GO OVER CHKLISTS AS THE WHOLE EVENT TOOK APPROX 1 HR.

Data retrieved from NASA's ASRS site as of May 2009 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.