B767 Flight crew reported engine failure inflight. Flight crew diverted and landed uneventfully.
Synopsis
B767 Flight crew reported engine failure inflight. Flight crew diverted and landed uneventfully.
Narrative
AT FL320 initial shudder and right engine brought back to stop the shudder ; the EPR (Engine Pressure Ratio) digits were blank and the needle at 10; lowest indication; FF showed less than .7 EGT was around 600 no exceedance indications yet N1 approximately 25; N2 50 ish. left engine increased to MCT (Max Continuous Thrust); THE AIRSPEED decayed much faster than expected. Too much focus on situation and SA (Situational Awareness) was compromised. Airspeed realized at min. Soft upset recovery initiated; meaning disconnect autopilot and smooth push; smooth push to approximate 5 degrees nose down to regain airspeed and descend quicker to altitude. This push; although felt smooth from the flight deck; leveled wings which was almost level already then once airspeed had increased slow pull back to normal decent and decent to SE (Single Engine) service ceiling of FL200 continued. Controls transferred to FO and the Relief Pilot returned to flight deck at approximately FL 280 and assisted in QRH with me. At approximately FL275 the right engine came back up to normal parameters before we could run the checklist to secure. We then leveled off at FL260 both engines indicated normal so we continued our divert to ZZZ and I contacted dispatch and Maintenance Control. Autopilot auto throttles back on at this time. Maintenance Control advised that he saw no irregular indications or history of irregularities; and advised us to continue on to ZZZ1; we refused and insisted on divert to ZZZ dispatched agreed. About one minute after we hung up with Dispatch and Maintenance Control the right engine shuttered EGT went red and was at 724; oil pressure went red; the FO continued decent to FL200; I contacted ZZZ control and advised that we were descending to FL200 requested priority handling and that status was never changed even with the short stop at FL260. QRH for severe damage was completed ; SE approach was briefed. FA 's notified and passenger PA done. Further decent approach and landing was uneventful. Both FOs performed at the highest level throughout this event. Person A in dispatch was a key factor to our success; with support on decision and feeding us all the airport and performance data needed. Maintenance Control was a complete failure in this situation on data and recommendations. FAs did a remarkable job of preparing the cabin; calming the passengers and ensuring them everything was okay . No evacuation was expected or needed. After all passages had deplaned and taken to the terminal; as we deplaned down air stairs; a FA said she flew up then back down causing her left buttocks and left arm to be sore. She refused any medical attention in ZZZ upon arrival at airport; at the hotel and the next day. Deplaned the aircraft without any assistance via air stairs. This action may have contributed to FA injury. In the end; even with a very successful outcome; mistakes were made; but corrected; threats either mitigated or trapped. My entire crew; both flight deck and back end performed very professionally.
Second reporter narrative
We were at FL320 when the right engine started to shudder. Right engine was brought back to idle and shudder went away. Then the right engine control lever was brought back forward toward fly and the shudder returned. Right engine EPR (Engine Pressure Ratio) and fuel flow were not normal on that engine. No EICAS message was displayed. Right engine control lever brought back to idle again shutter stopped. We were trying to diagnose the problem and determine which checklist to run and saw that the airspeed was dropping. At that point the CAPT disconnected the autopilot and did a smooth nose down push to gain airspeed and begin a descent to FL200. At approximately FL280 controls we transferred and the Relief Pilot returned to the flight deck. At about FL275 the right engine returned to normal parameters. We leveled off at FL260. Dispatch and Maintenance Control were notified. We decided that diverting to ZZZZ was the best option. After the phone call the right engine shuddered again and noticed the EGT at 724. We continued the decent to FL200. CAPT and Relief Pilot ran the checklist which led to shutting down the right engine. We were finally able to get ahold of ZZZZZ proceeded direct to ZZZZ for the ILSZ RWY XX. Conducted a SE (Single Engine) landing and taxied to the parking stand.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.