B767-300 flight crew reported an engine fire in cruise. The flight crew requested priority handling and diverted to make a precautionary landing.
Synopsis
B767-300 flight crew reported an engine fire in cruise. The flight crew requested priority handling and diverted to make a precautionary landing.
Narrative
To set the scene before the diversion Person A (pilot in command (PIC)) was acting as the pilot monitoring (PM) and Person B was the flying pilot. Person C (First Officer (FO)) was on break in the cabin. There were no mechanical or operational issues in the flight before our diversion. At about two hours into the flight we were getting ready to go ETOPS and we were talking to ZZZZ Control on HF with CPDLC established. However HF radio communications with ZZZZ was very bad and we were not able to receive a SELCAL.....So ZZZZ told us to call them 10 minutes later to try to SELCAL again.At approximately two hours; 10 mins into the flight at flight level 310. We received a Right Engine Fire Warning. We silenced the bell and started to assess the engine. Everything seemed normal. But in a very short time we also received a Utility Bus EICAS Message. We quickly assessed the engine fire and the engine was starting to have mechanical problems. Our next step was to start immediate action items to shut the engine down which we completed; followed by starting the QRH engine fire checklist. When the QRH checklist was complete to the deferred items; Name started the drift down procedure and I tried to reach ZZZZ Control on HF to [request priority handling]. HF radio communications were unsuccessful with ZZZZ Control so I [requested priority handling] on CPDLC with ZZZZ. I then ACARS company dispatch with a mayday that we had a right engine failure and we were diverting towards the country...I then made an intercom call to the Lead Flight Attendant and ask for the additional crew member Person C to please come to the front and the Mechanic; both of whom were in the cabin. At the same time Person A was turning the aircraft westbound towards the coast of the country. I think we were about 300 miles from the coast. I then went back to trying to reach ZZZZ Control by HF with no success. However there was a Company flight in the area who heard our [priority handling request] and contacted us by VHF saying they were in radio communications with ZZZZ and could relay for us to ZZZZ Control. We accepted their offer and had them relay a mayday situation and that we were turning west towards the country. About the same time we received an ACARS message from Dispatch and they suggested we divert to ZZZZ1. Very shortly later I started to hear ZZZZ radio transmissions to the other aircraft. I thanked them for their help and told them I would take over radio communications from there. I told ZZZZ we were [requesting priority handling] that we had an engine fire; the engine was secured; 1XX souls on board and we requested clearance to ZZZZ1. We were immediately given clearance to ZZZZZ FIX. Person C and the Mechanic were entering the cockpit about this time...I informed them of the situation...what we had done and where we were going. I delegated Person C to start ACARS Messaging with company Dispatch; to pull out the QRH and confirm procedures done correctly. As the cockpit started to calm down I then called the Lead Flight Attendant to inform the cabin crew of what was going on. However the PA intercom system was only working intermittently. About the same time ZZZZ control called our flight and informed us ZZZZ airport was a closer airport. I then told ZZZZ to standby and I ACARS company dispatch to inform them of that airport and if they concurred that was a closer suitable airport. I also confirmed on the FMS alternate page that ZZZZ was a closer airport. Dispatch than replied back and told us that airport would work. We also confirmed the weather at ZZZZ was satisfactory. So I called back ZZZZ control and told them we would like to change our destination airport to ZZZZ and inform ZZZZ airport that we would like crash and fire rescue standing by. We then all work together to start navigating to ZZZZ airport. After we established proper navigation to ZZZZ; I then turned my attention back to the cabin crew. I informed Person D; the Purser for the flight; of what happened; that the situation was under control and that we were diverting to ZZZZ. I also informed him of the time to prepare and to prepare the cabin for a possible evacuation; but I also informed him that I did not believe an evacuation would be necessary.At this point we took a time to pause and evaluate the entire situation and that everything was done correctly. I communicated with the Mechanic if he had any input on this situation. He had no further input so I asked him to take a seat in the cabin for landing. We then turned our attention to making preparations for landing. I delegated Person C; the observer; to start working on landing performance. He also confirmed with Dispatch through ACARS that landing performance was satisfactory. I then turned my attention to Company's Landing flow and setting the cockpit up for an ILS approach for Runway XX at ZZZZ. When all of our landing tasks for setting up the approach to the airport were complete; I informed the flying pilot; Person B; that I would like to make the landing. The weather at ZZZZ airport was not the best. Marginal VFR but the runway was wet and the winds were very strong at approximately 300/17G28. Name was okay with that request and I continue to let him fly while I briefed the approach. We continued with QRH deferred items checklist.We had plenty of time to landing so we discussed all the abnormal situations we might encounter. When we were all satisfied that we had a good game plan; I then turn my attention back to the cabin crew to see how they were doing. I continue to let Person B fly the airplane. I then communicated again with Person D; the Purser. He informed me that the cabin was prepared for arrival and that the passengers were relatively calm and that everything was under control in the back. I discussed our game plan with Person D on what to expect on landing. I informed him of the weather and that I expected a normal approach and a normal landing and that I did not expect an evacuation. However I informed him of a major concern I had. The PA system not working properly. So I informed him after landing we would make a PA announcement for the passengers to remain seated and wait for further instructions. However I also told him my concerns with the PA not working properly and the interphone not being able to communicate between the cockpit and the cabin. The PA system and the intercom were only working about 50% of the time. I also informed him of my concern that if they did not hear the PA 'to remain seated and wait for further instructions' and they could not reach us; I did not want a Flight Attendant making an unnecessary evacuation command. So I made a command decision to devise a back up plan. If the landing did not go normal and the PA system failed to work and the intercom failed to work properly between the cabin and the cockpit and only if I absolutely needed to signal an evaluation; I would ding the seat belt sign three times as a last ditch effort to signal an evacuation. We all agreed on this plan and after all questions and concerns were addressed I asked him to take a seat in the back and make final preparations for landing.About top of the descent I told Person B I was ready to transfer control of the aircraft to myself. Descent; ILS approach; landing and taxing off the runway was all uneventful and went exactly according to plan. After taxing shortly clear of the runway; I brought the aircraft to a stop; set the parking break and ask for the Tower to have crash and fire inspect the aircraft for any fuel leaks or unusual situations. When crash and fire had given us the all clear that everything looked okay I shut the aircraft down and we were towed into the ramp area.We then followed Company SOP to secure the cockpit and run all final checklists.In conclusion I wrote up the engine failure in the logbook and the PA interphone system not working properly as two separate write ups.
Second reporter narrative
Aircraft Right Engine Fire.After 1st service cabin lights were turned off Flight Attendant's (FA) aircraft right went into crew rest. The Captain makes a PA announcement asking for Flight Mechanic to the flight deck. Flight Mechanic goes into flight deck at approximately XA15. Purser was then notified via inter phone that there is an engine fire at aircraft right. The Captain has instructed to prepare the cabin for a possible emergency landing. Cabin lights were turned on full bright and proceeded with a PA announcement letting everyone know the situation. Purser; Onboard Supervisor and FA Instructor has all briefed us Cabin Crew members to prepare for a long term Emergency Cabin Preparation. The Captain advised us we would have 1 hour and 20 minutes to land at XB45 at ZZZZ airport; we then all synced our watches. The Captain then advised us that there is no imminent danger and to wait for further instructions. We landed safely; fire trucks were readily available upon arrival and opened the forward boarding door at approximately XC09.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.