B767-300 and 300 ER
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Human Factors; Aircraft
I asked the captain if I could balance the fuel between the left- and right-wing tanks. With the Captain's concurrence; I switched off both fuel pumps on the aircraft's lowest fuel tank which was the left wing. The Captain then proceeded to tell me that I needed to open the cross-feed valves as well. I then pressed the upper positioned switch to open the aft cross-feed valve and just before completing the full pressing of the lower positioned switch for the forward cross-feed valve; the Captain stated that the left engine had failed.After the transferring of the flight controls to the Captain; I observed the left engine's N2 and fuel flow operating normally; in addition to the EGT operating in a normal area of its white colored mid-ranged arc. However; the N1 was nowhere near normal as it was in the lower range of its arc below cruise RPM. The Captain then directed me to request a lower altitude and ATC cleared us to FL310. Thereafter; the Captain directed me to put the ignition selector to the 'FLT' position; which I did. The N1 began accelerating and as the Captain moved the thrust lever a minute amount forward; the EGT started to climb and reached 788 deg C for about one second. The Captain retarded the lever to idle and directed me to return the ignition selector back to 'AUTO;' then called for the QRH. The Captain also asked our jump-seater; a 747 Captain; to follow along in the QRH to assure correct continuity and to avoid erroneous deviation. When I confirmed and shut off the Fuel Switch and then cycled it back to ON; the air-start envelope had data appeared in the EICAS display. Upon reaching FL310; we restarted the left engine per the QRH without abnormality. After transferring the flight controls back; we requested a higher flight level and received FL390. We then continued the flight to without incident. Always open the cross feed valves first; 2) always call for the QRH first before troubleshooting anything.
At cruise abeam intersection ZZZZZ at FL400 the FO (First Officer)/ PF (Pilot Flying) attempted to cross feed fuel from tank two in attempt to correct an imbalance between the two main tanks. He turned off the boost pumps on the number one engine without selecting the cross feed; failing to open the valves between the two tanks. I noticed his mistake immediately and corrected him by directing him to select and open the cross feed. During this momentary laps the number one engine inadvertently flamed out at altitude. We advised ATC we needed to descend to a lower altitude; not feeling that the aircraft was in an unstable or dangerous state we chose not to [Request Priority Handling]. I then took control of the aircraft and also the radios where I directed the FO to run the appropriate checklist via the QRH. At this time we started a decent and began running the inflight restart checklist via the QRH. The first attempt was a failure that led to an overtemp of the number one engine that reached +788 degrees EGT passing our limitation of 750 for a short moment before cancelling the start sequence; 2-3 seconds max above limitation. At this time we continued our decent to FL310. After allowing the EGT to cool we attempted a second start. This start being successful we completed the checklist then I returned controls to the FO/PF. We advised ATC that we would like to return to our previous altitude; we were then given a climb to FL390 where we continued the flight leg with no other disruptions.
B767-300 flight crew reported that during routine cross feed functions; the First Officer did not open cross feed valves prior to turning fuel pumps off; flaming out the N1 engine.