Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 230; Flight Crew Total 17900; Flight Crew Type 9000
Aircraft Equipment Problem Critical
Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Returned To Departure Airport; General Declared Emergency
Aircraft
In cruise flight at 36;000 feet we experienced abnormal engine indications on the #2 (right engine). Our first indication was what initially felt like light to moderate turbulence accompanied by a yawing movement. This was followed by the flight attendants calling the cockpit multiple times to report vibrations. At the same time I noticed the N1 indication on #2 engine at 54%. Any throttle movement had no corresponding response to N1 indications. Airspeed was decreasing; and I made the decision to initiate a turn back toward ZZZ and begin a descent at this time; as we were unable to maintain altitude. My First Officer made the report/request to AIRINC and declared an emergency as we were making the turn and descent. We were proceeding with the engine failure checklist at this time. A SATCOM call was made to dispatch and Maintenance Control to inform them of our emergency and return to ZZZ as well as request suggestions before the right engine was shutdown. During this call we received the EICAS caution: Oil Filter Bypass; and were also showing high oil temperature; but normal oil pressure and quantity. We also gathered information from the Flight Attendants (FA) as to any visual indications they had of the engine. They reported seeing 'sparks' but no fire; fluid or other abnormalities. The engine was shut down while drift down to FL218 was in progress. All associated non-normal checklists were completed and parties informed. The required ATC reports were also completed at this time. We briefed the FA's and I made multiple PA announcements to our customers reassuring them that the completion of the flight would be normal. We had multiple passengers on portable oxygen at this time due to anxiety regarding the emergency. We made the decision not to prepare for an evacuation as all other system indications were normal (ie: no hydraulic or fuel leaks; no abnormal flight control issues; no catastrophic failures) besides a continuous vibration from the right wind milling engine. The single engine approach; landing and go around as well as contingency procedures were reviewed; and checklists completed. A single engine approach and flaps 15 landing were normal; and we stopped on the runway for inspection by CFR personnel. All checked out normal and we proceeded with normal after landing checklists and taxied to the gate. Required entries were made in the logbook and maintenance personal met the aircraft on arrival. Although the #2 engine cockpit oil indications showed 85%; the engine showed no oil quantity on the engine sight gauge. I have to mention the outstanding job my First Officer and my entire Flight attendant crew did during this emergency. They met and exceeded all my expectations and were vital to the successful outcome of the flight. My First Officer's CRM; communication and knowledge of systems and procedures was exceptional.
We ran the Engine Failure checklist and Captain coordinated with [Maintenance Control] prior to engine shutdown inflight.  Engine vibrations increased after cutoff but then again stabilized.
The flight crew suffered a failure of the right motor on a twin engine aircraft over water. The crew secured it per procedures and returned to departure airport.