B757 Captain reported on the decent into destination airport; at approximately 13;000 feet; the right engine failed. The flight crew immediately ran the QRH procedures and successfully restarted the engine for a normal landing.

Narrative

While on the decent into ZZZ; approximately 13;000 feet; the right engine failed. It was a standard arrival with the FO (first officer) as PF (pilot flying). I was jump seat observer during the flight. As we were already in an idle decent there was no major power loss feel; just a slight bump noise. This was followed by the A/T Disconnect warning sound which brought our attention to the EICAS (Engine Indicating and Crew Alerting System). We began noticing all the messages associated with a generator loss and the oil pressure red boxed. We all collectively confirmed a right engine failure. The CA directed the FO to continue as PF; started the APU; notified ATC and requested a heading and level off altitude of 10;000 feet. As observer I also pulled up the Engine Failure/Engine Shutdown checklist and assisted in the confirmation and analysis. We confirmed that we still had N1 and N3 rotation; oil quantity; no high vibrations; and nothing that would indicate severe damage. Per the checklist; the right engine was shut down and then driven to a restart. With the windmilling rotation; we had the option for a X-Bleed start which was performed and was successful. As we performed the checklist; ATC gave us a turn to the left which we accepted. They asked if assistance was needed or if we would be [requesting priority handling]. With the successful restart of the right engine and the checklist complete; there was no obvious need for either. The CA (Captain) then fully briefed in the event of another failure on landing; what the expectation would be and the thresholds for going around or continuing to land. MX (Maintenance) was notified via ACARS message. We then continued and landed uneventfully. Highest threat level was the fact that both me and the FO (PF) were new to the fleet. The startle factor and the lack of an obvious power loss being at idle decent also played a part in the processing and time to begin the checklist. Overall; it is a well-trained procedure. The Captain's leadership in division of duties; excellent communication; situational awareness; workload management and methodical pacing; was instrumental in properly following all procedures. Being new to the fleet; it challenged me to remain current and proficient on all emergency procedures; stay vigilant in my studies and knowledge of the fleet; as well as strive for the excellent leadership the CA displayed.