B767-300 and 300 ER
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 104
Troubleshooting
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown; General Maintenance Action
Aircraft
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.
I was the original pilot flying so I was taking the second break. Our break was two hours and forty five minutes. I set an alarm to have a few extra minutes to awaken before going back to the flight deck. On this flight I was awoken early by the Flight Attendant. I was then advised by another Flight Attendant that the crew mentioned possibly diverting. At this point I returned to the flight deck. When I arrived on the flight deck the crew was in communication with ZZZ Approach and beginning to divert. The crew [requested priority handling] with ATC. Due to workload at the time; I suggested that I become the relief pilot and the other First Officer continue flying. The Captain began briefing me on the communications he had made with dispatch and maintenance and the engine indications prompting a divert. He provided me with the paper copy of the QRH 'just in case' we should need it. I began to look up the engine section of the QRH. The Captain then contacted the flight attendants to brief them and they had to wake up the Purser from her break. I proceeded to add ZZZ to our flight and obtain the charts in Jeppesen Pro. At this point the landing data and weather came from Dispatch. The flight was cleared to descend from 30;000 feet to 11;000 feet. During the descent; between 30;000-25;000 feet the engine failed indicated by 0 oil pressure. The Captain called for the engine failure QRH. I read the beginning of the checklist and the crew decided that we could attempt a re-light. I switched to the engine inflight start QRH. The EICAS (Engine Indicating and Crew Altering System) showed the altitudes and speed windows required for a relight. I read and the captain did the QRH. The engine did not relight. The Captain advised Dispatch and Maintenance that the engine did not relight and we were single engine. The Captain then advised ATC that our status had gone from a reduced thrust engine to a failed engine. He also called the flight attendants and spoke with the purser and gave her the TEST items with 25 minutes to landing. He briefed the passengers. The crew then briefed the approach for ILS X to ZZZ. We reviewed the QRH to make sure we got all the steps. I did find the QRH complicated because you had to skip over/verify [aircraft variant] procedures which are embedded in the same checklist. The flight continued to be vectored for ILS X and cleared to descend to 6000 feet. The crew began configuring the aircraft with flaps. The Controller asked if we were alright with 10 mile final; which they said they were. We were then cleared to 3000 feet and to intercept. The Captain queried the flying pilot that we were high at which point he made corrections to the throttles and from my vantage point I could see the green arc come back to where it needed to be. The crew continued to configure the aircraft so that we were fully configured with gear down and flaps 20. This assisted in correcting being high; but the aircraft was on speed and descending. We continued the approach and landed visually. The flying pilot did respond to the 500 foot call with correcting as he was making adjustments to the altitude. The touchdown was smooth; under control and on centerline. Rollout felt and looked normal. The crew stopped the aircraft on the runway. Emergency equipment was waiting for us. At this point we noticed that the right brake indicators were 7-9. The crew communicated to tower that we needed exit the runway and remain on a taxiway. I read the Hot Brakes/BRAKE TEMP QRH and I turned to the BTMS (Brake Temperature Monitoring System) chart and read it to the crew. The crew followed the chart and notes in the warning area. The flight attendants were advised it would be at least 60 minutes before we could move. The aircraft was chocked and left engine shutdown. During the ground inspection the ground crew advised us that the engine was leaking fuel. At this point we noticed that the fuel cutoff switch was still in run. An identified error/omission fromthe Inflight restart checklist. It was moved to cutoff. The ground crew was asked if the engine was still leaking. They said yes. At this point the crew decided that we needed to pull the engine fire handle. After doing this the ground crew advised the leak stopped. The ground crew also advised us that the two inboard right tires had blown their plugs. The Captain contacted Maintenance to confirm if we could be towed with passengers on board. They said yes; so we arranged with ground personnel to tow us to a gate. During this time we received helpful messages from Dispatch as to the plans for Customs and our passengers and crew. However; I made numerous attempts to contact ZZZ Operations personnel so that we could verify. I was unable to reach them by radio. I also tried to call them on the phone number listed. No answer. It wasn't until we were at the gate that an agent came to the flight deck to advise us the plan for the passengers and flight.
B767 flight crew reported an engine failure; resulting in a diversion.