B757 Undifferentiated or Other Model
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 240; Flight Crew Type 1500
Situational Awareness
Aircraft Equipment Problem Less Severe
Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Aircraft; Procedure
After boarding; pre-flighting the aircraft; and pushing back; we were cleared to start both engines from ramp. After starting the right engine; we had a R OIL FILTER EICAS. After consulting the QRH; we were instructed to shut down the engine but the EICAS disappeared before we could hit the fuel cutoff switch. We noticed there was still a status message R OIL FILTER that remained so we contacted Maintenance. After our call to Maintenance; we were instructed to go back to [the] gate. Arriving at the gate; we talked to Maintenance and their result was to [defer] the item and allow it to go with a 25 hour timer on it before a comprehensive inspection. The Captain and I agreed; and with paperwork complete; we pushed back from the gate again. We departed and had no further occurrence of the issue until just before Top of Descent. At FL330 after our arrival briefing and descent checklist had already been completed; the R OIL FILTER EICAS presented again (approximately 25 minutes from landing). This time; we followed the QRH to reduce thrust until the message disappears or engine is at idle. The Captain (Pilot Flying) slowly brought the throttle to idle and we began a shallow descent to FL250. The engine reached idle and the EICAS message never went away; so we continued with the QRH which instructed us to secure the engine. Working through the checklists slowly and methodically with the Captain concentrating on flying the aircraft; we secured the engine. After noticing the occurrence; we immediately instructed the flight attendants to be seated. We noticed no severe damage or vibrations coming from the stricken engine. We had sent a message to Dispatch to notify them of the situation; requested landing data for the landing runway; completed Deferred Items Descent Checklist; and requested the ILS Active Visual. We also [briefed] the flight attendants and the Captain made a public address to the passengers. The Captain flew the arrival and single engine approach and landing; all were flown to a good standard and easily met standardized approach criteria. The autopilot was utilized until about 2500 feet. We decided to taxi to the gate single engine and arrived at our gate about 25 minutes behind schedule. It was a great circumstance to have to secure an engine as we were VMC the whole way; already briefed our arrival; and had no ice and light winds. After arriving at the gate and completing the Parking Checklist; myself and the Captain debriefed the flight; discussed a few items but felt very good about our handling of threats and maintaining a safe operation.
B757 First Officer reported an oil filter message after engine start that cleared; then a second oil filter message at top of descent.