B757 First Officer reported an engine failure during cruise. The crew secured the affected engine and diverted to a nearby airport for a subsequent safe landing.

Narrative

#2 right engine failure. The #2 right engine failure event occurred during cruise flight at FL280 in the vicinity of ZZZZ. The engine failure event began with the crew acknowledging an Amber Caution and EICAS Message ENG OIL PRESS R. First Officer (FO) was pilot flying (PF) and remained at the aircraft controls with Autopilot engaged; while the Captain remained pilot monitoring (PM) and accomplished (757) ENG OIL PRESS R; 757-767 FM Non-Normal; Engines; APU. Captain elected to continue with the QRC Engine Fire R or Engine Severe Damage Checklist; due to his evaluation of pre-flight maintenance logs showing a history of metal chips being detected in the #2 engine. As the Captain began the execution of this checklist; HYD SYS PRESS R ECIAS was noted and within 15-20 seconds of the HYD SYS Caution the right #2 engine began to fail and roll back with a noticeable loss in power and change in yaw condition. FO corrected for the loss of power with the left #1 engine throttle and adjusted the flight controls by adding left rudder to correct for the yaw condition.The Captain advised ATC and coordinated a drift down altitude of FL240. Captain then executed and completed the drift down checklist from the 757-767 QRC. Captain continued with the engine severe damage checklist and completed this checklist up to deferred items with dual concurrence from FO. Both crew reviewed current EICAS messages and engines status. Captain advised the cabin crew of the incident and requested a Line Check Airmen (Third Officer) join the crew on the flight deck to assist as a third crew member. Captain requested current weather at ZZZ. ATC informed the crew of weather at ZZZ. As a possible divert; ZZZ3 was briefly considered; but when the weather at ZZZ proved to be CAVU; Crew together agreed ZZZ offered best options for weather and ground support. Once ZZZ was decided as the immediate divert; ATC instructed the crew to turn to 180 degrees. FO used heading select to maneuver the aircraft to the new heading. Captain requested Third Officer to review previous action items after a brief explanation of the aircraft condition and prior mechanical failure events. Captain also requested of Third Officer to review the briefing with the cabin crew and make cabin announcements to inform the passengers of the aircraft status and the required divert to ZZZ. A further decent was issued by ATC to 15;000 ft. The Crew continued the decent in FLCH (Flight Level Change) mode; with an additional heading change to 140 degrees was assigned. ATC informed the crew we could expect ILS Runway XXL at ZZZ. The Captain prepared and reviewed the flight instrumentation; radios; reference speeds; landing distance and auto break settings. The Captain conducted an arrival and approach brief and had the Third Officer complete the deferred items from the engine severe damage checklist. ATC advised crew of a southwest heading; FO made the flight input via heading select. Shortly there-after; the Captain briefed he was ready for control of the aircraft. A positive change of controls was completed and the PF and PM roles were swapped. Additional heading changes setup the aircraft for a base turn to final. FO confirmed emergency vehicles were ready and requested alternate go-around instructions. Captain called for flap changes and gear down to arrive Flaps 20 prior to base turn to final. Third Officer completed the deferred items; landing checklist from the engine severe damage checklist. ATC cleared aircraft heading to intercept the final and additionally cleared for the ILS XXL approach. ATC instructed aircraft to switch to Tower and subsequently aircraft was cleared to land Runway XXL. Captain disengaged Autopilot after the intercept; joining the glideslope and flew aircraft on target speed to touch down with standard 2;500; 1;000; 500 foot call outs. Aircraft touched down in the landing zone and exited Runway XXL. Crews met the aircraft and conducted hot brakes check and exterior safety check. Crew monitored Brake Temperature Monitoring System (BTMS); and reviewed brake cooling. BTMS only reached a 4 on one brake and fire crews confirmed that tire to be the hottest brake. After crews conducted the safety inspections; aircraft was taxied to the gate as instructed by Ground Control and in coordination with company operations. After parking aircraft; a normal shutdown and parking flow was completed. Parking Checklist was completed.