B767 flight crew reported a #1 Engine Failure in cruise followed by significant vibration. The flight crew diverted to make a precautionary landing.
Synopsis
B767 flight crew reported a #1 Engine Failure in cruise followed by significant vibration. The flight crew diverted to make a precautionary landing.
Narrative
I was the First Officer (FO) on Flight XXX ZZZ-ZZZZ that departed on Day 0. A little over an hour into the flight we were level at FL370; talking to ZZZZ Center; and the Relief Pilot was on first break. It was at this time the Captain and I felt a jolt; the airplane began to yaw; and a significant vibration began. We looked at the engine instruments and determined we had lost thrust on the Number 1 Engine with a rising EGT of 692 degrees at the time. The Captain was the Pilot Flying so they took control of the aircraft and called for the QRC and the Engine Fire; Severe Damage; Separation Checklist. After completing the appropriate QRC and Non-Normal checklists we [requested priority handling] with ZZZZ Center; requested FL250 (drift down ALT was 26700 ft. @ 244 kts); and decided to divert to ZZZZ1. At this point the Relief Pilot was back in the cockpit and the Captain delegated duties for them and myself to go over the checklists one more time; contact the Flight Attendants (FAs); contact Dispatch; monitor cross-feeding fuel; and set ourselves up for our approach into ZZZZ1. We had no center tank fuel so we did not dump fuel and our landing weight was 300;000 lbs. below maximum landing weight. We requested the ILS to Runway XX with an alternate missed approach of straight out runway heading and up to 3000 ft. Our arrival; approach; and landing were uneventful. After landing we stopped on the runway and had Airport Rescue and Firefighting (ARFF) Personnel inspect the exterior of the aircraft; especially our Number 1 Engine. Once they gave us the all clear we taxi to the gate without any issue.
Second reporter narrative
While on my rest break; I both felt and heard a large shudder and airframe vibration from the left side of the aircraft at approximately XA:00 UTC. Assuming we had had an engine failure; I left the rest area to the forward galley to speak with the Purser. The Purser was unsure of what was going on and informed me they had been trying to call the flight deck but was unsuccessful. I told them that I believed we had had an engine failure and that they would call back for me when they were ready. I then took a Flight Attendant jump-seat in the forward galley and awaited the phone call from the flight deck which happened about a minute later. We set up for me to enter the flight deck and proceeded in once it was secure. Upon arrival to the flight deck I found that indeed the Left Engine had failed and was vibrating quite badly as we could feel the airframe vibrations. The Captain and First Officer had already accomplished the Severe Engine Damage QRC and Engine Fire QRH. We were also already in our descent to a safe drift-down altitude and diverting to ZZZZ1. After I was briefed on what was happening and what the plan was; I was tasked with trying to reach Dispatch over the SATCOM. After several attempts to reach Dispatch over SATCOM I had to give up after receiving no answer. The phone would dial but there would be no answer. I informed the rest of the crew that I was unable to reach Dispatch over SATCOM so the Captain sent an ACARS message when time allowed in the descent. After this I took a look at the QRC/QRH procedures that had been accomplished and verified that everything had been done and started to monitor our fuel balance. Once all of this had been done I was delegated to keep the Flight Attendants informed of what was going on and give them their briefing. After concurring with the Captain; it was determined that we had about 15 mins of flight time left to ZZZZ1 at this point; we would have the Flight Attendants prepare for an evacuation; and we had no special comments. I passed this information along to the Flight Attendants and then we briefed the ILS XX and prepared to land at ZZZZ1. The Captain briefed us using our briefing card and we discussed the threats of having an engine failure; night landing; and unfamiliar airport. We also discussed that once on the ground we would come to a complete stop on the runway and then once stopped I would make an announcement to the passengers to Remain Seated; Remain Seated and we would have Airport Rescue and Firefighting (ARFF) inspect the Left Engine for any fire or cause for potential fire and then base our next steps after their findings. We then ran the deferred items Descent Checklist from the QRH. After we briefed and within the terminal area I identified the localizer for Runway XX and then quickly called to Door1L to update them on our time to touchdown which was about 5 minutes from that point. At this point we were on a downwind and being vectored for a 10 mile final for [Runway] XX. The Pilot Monitoring First Officer (FO) coordinated with ATC for a potential go around where we would need to fly runway heading up to 3000 ft. and this was approved if necessary. From here we continued to be vectored and set up for a flaps 20 landing as per the QRH and ran the deferred items Before Landing Checklist from the QRH. The Captain then made a stabilized approach and landing on Runway XX and stopped on the runway and accomplished what we had briefed in the air. I made a PA to the passengers to make them aware of the ARFF trucks approaching the airplane out of an abundance of caution and told them to remain seated. ARFF determined that there was no fire or fire hazard so we then coordinated with Dispatch about getting a gate which they already had and prepared to move the airplane under our own power to the gate. At this point I made another PA to the passengers informing them of this and that although we did have a gate it would take some time to get off the airplane as we would have to coordinate with Customs and that for the time being should remain seated until everything had been figured out. I then made a call to the Purser and told them the same information and that it would be a couple mins before getting to the gate but that there was currently no threat of an evacuation and would proceed to the gate as normal. Once clear of the runway; the FO accomplished the after landing flow; we taxied to the gate; set the parking break and accomplished the parking flow and checklist and then except leaving the fasten seat belt sign on as we did not want the passengers to unnecessarily get up until it was determined that they could. The Purser then called asking if it was okay to disarm the doors and allow them to be opened which we said yes to and then opened the flight deck door and began coordinating with Authorities and Airport Personnel what our next steps would be.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.