1 OF THE 2 JET ENGS QUIT DURING HIGH ALT DSCNT BECAUSE THE TOP HALF OF THE ENG COWLING CAME OFF; SEVERING THE ENG FUEL LINE TO THE FUEL PUMP. THE FLC CONTINUED THEIR DSCNT TO THEIR DEST.

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WHILE ENRTE FROM CLT TO TEB AT FL410 WE WERE GIVEN A DSCNT TO FL390 AND PLT'S DISCRETION TO FL350. AT APPROX FL400 AND AT A DSCNT RATE OF ABOUT 1000 FPM; THERE WAS A LOUD NOISE AND A LARGE JOLT TO THE ACFT AND AT THIS TIME THE ENG SHUT ITSELF DOWN. AT THIS TIME WE WENT THROUGH NORMAL SHUTDOWN AND SECURING PROCS. THERE WERE NO ABNORMAL NOISES OR VIBRATIONS. I ACTUALLY THOUGHT THAT WE HAD A MAJOR COMPRESSOR SECTION FAILURE. WE ELECTED TO CONTINUE A NORMAL DSCNT FOR LNDG AT TEB RATHER THAN SPIRAL DOWN FOR BWI OR PHL. UPON LNDG AT TEB AND AFTER TAXIING TO THE RAMP; WE DISCOVERED THAT THE UPPER L ENG COWLING HAD COME LOOSE. WHEN THIS HAPPENED IT ROTATED AWAY AND DOWN FROM THE ACFT TEARING THE LOWER COWL PARTIALLY OFF. WHEN THIS HAPPENED IT ALSO TORE THE MAIN FUEL LINE OUT OF THE FUEL PUMP AND PUNCTURED 2 BLEED AIR LINES. THERE WAS ALSO SEVERAL DENTS AND 1 PUNCTURE HOLE IN THE LOWER AFTER BODY OF THE ENG. IN DETERMINING THE CAUSE OF THE PROB IT WAS DESCRIBED BY ONE OF OUR MECH THAT NONE OF THE 12 CAM LOCKS WERE TIGHTENED AFTER A MAINT INSPECTION AT OUR FACILITY THE 4 PRIOR DAYS. NOTHING WAS NOTED ON THE SIGN-OFF SHEET IN THE ACFT TO SUGGEST TO THE CREW THAT WAS DOING THE PREFLT AND TEST FLT THAT THEY NEEDED TO GET UP ON THE WING AND INSPECT THESE FASTENERS THEREFORE THEY WERE NOT DETECTABLE FROM THE GND AND WENT UNNOTICED. THERE WAS NO OTHER DAMAGE TO THE ACFT; INJURY TO ANY CREW MEMBER; AND NO RPTED DAMAGE TO ANYONE OR STRUCTURE ON THE GND.