B767 FLIGHT CREW REPORTS ENGINE FAILURE AT FL380 WITH DRIFTDOWN AND DIVERSION TO NEAREST SUITABLE AIRPORT.

Narrative

I WAS SITTING IN THE CAPT'S CHAIR AND THE FLYING FO WAS IN HIS SEAT. HE WAS FLYING THE ACFT. WE WERE AT FL380 IN SMOOTH AIR. I HEARD A CHANGE IN THE SOUND OF THE ACFT AND WE GOT AN AUTOTHROTTLE LIGHT. LOOKING AT THE TOP SCREEN; I SAW WE LOST THE INDICATIONS ON THE R ENG. THEN I LOOKED DOWN AT THE BOTTOM SCREEN AND SAW N2 DROPPING AND CALLED OUT ENG FAIL. THE FLYING FO CALLED FOR QRH. NOW I'VE DONE THIS BEFORE AND I KNOW BETTER; BUT I DID IT AGAIN. I WAS LOOKING FOR AN ENG FAIL CHKLIST. WELL; I REMEMBERED WE DON'T HAVE ONE AND IT DIDN'T LOOK LIKE A FIRE/SEVERE DAMAGE; SO I WENT TO THE DRIFTDOWN. AS I STARTED TO RUN THAT CHKLIST; WE CALLED THE CAPT BACK FROM BREAK. WE STARTED THE DRIFTDOWN AND DECLARED EMER WITH CTR. THE CAPT TOOK HIS SEAT AND WE DECIDED TO TRY A RELIGHT. WE DID THE CHKLIST WITH NO RELIGHT. N2 WAS NOW AT 0 AND NOT MOVING. WE LATER TRIED TO USE THE XBLEED START AND ONCE AGAIN GOT NO RELIGHT. N2 NEVER MOVED OFF 0. WE THEN RAN THE SHUTDOWN CHKLIST. AT THIS TIME WE GOT DISPATCH AND MAINT CTL ON SATCOM. MAINT CTL SAID IT SOUNDED LIKE AN EEC PROB AND WE DECIDED TO DIVERT. DISPATCH; EARLY ON; TOLD US THE CLOSEST SUITABLE WAS ZZZZ1. AFTER WE HAD DONE ALL THE CHKLISTS AND MADE THE DECISION TO DIVERT; WE WERE ABOUT THE SAME DISTANCE IN TIME TO ZZZZ2 AND THEY HAD BETTER WX. WE GOT THE INFO FROM DISPATCH AND THE WX. CTR WAS GREAT IN THEIR HELP AND STAYING OUT OF OUR WAY WHEN WE WERE BUSY. WE WENT OVER THE DIVERSION QUICK REF PAGE AND LOOKED OVER THE SINGLE ENG PROFILES. ON THE WAY THERE; WE RAN THE XFEED CHKLIST AND XFEED FOR SOME TIME. WE FINISHED THAT UP AND PROCEEDED INTO ZZZZ2. WE DID GET ANOTHER FUEL CONFIGN ON FINAL; BUT DECIDED THE SAFEST COURSE OF ACTION WAS NOT TO DO ANYTHING ABOUT IT. LANDED WITHOUT ANY PROBS. WE DIDN'T HAVE APCH PLATES FOR RWY XXR. WE HAD THE FREQ FROM THE FIRST INFO DISPATCH SENT. WE ASKED FOR MORE INFO AND THEY SENT IT TO US. HOWEVER; THE FREQ WAS INCORRECT. WE CHKED WITH CTLRS AND GOT THE INFO WE NEEDED. SUPPLEMENTAL INFO FROM ACN 811374: THE CAPT WAS ON HIS BREAK AND FO WAS PERFORMING THE PNF DUTIES FROM THE L SEAT. WE WERE FLYING A B767 AT FL380; MACH .79; IN CLEAR AND SMOOTH AIR ABOUT 180 MI E OF ABC. UP TO THIS POINT IN THE FLT; WE HAD EXPERIENCED NO IRREGULARITIES. WE WERE IN NORMAL FUELING CONFIGN WITH 4 PUMPS ON AND XFEED CLOSED. WE LOST THE R ENG. THE GROSS WT WAS 290K LBS AND WE HAD 32.0 FUEL. THERE WAS ONLY A VERY SLIGHT YAW. THE AUTOTHROTTLES CLICKED OFF. TO THE BEST OF MY KNOWLEDGE; HERE ARE THE #2 ENG INDICATIONS THAT I REMEMBER: OIL PRESSURE 4-10 PSI; EGT AND N1 WERE BLANK. FO CALLED THE ENG LOSS AND I CALLED FOR THE QRH. WE QUICKLY ESTABLISHED THAT I WOULD MAINTAIN CTL OF THE ACFT AND HE WOULD RUN THE QRH. THE FLT ATTENDANTS CALLED AT LEAST A COUPLE OF TIMES INDICATING THE PLANE WAS DARK. I DECLARED AN EMER WITH CTR. FO STARTED RUNNING THE ENG FIRE/SEVERE DAMAGE/SEPARATION. WE ESTABLISHED THE DRIFTDOWN AT EO SPD OF 229 KTS TO DSND TO FL240. I INITIALLY LET THE SPD GET 220 KTS BEFORE ESTABLISHING 229 KTS. AT SOME POINT; FO ASKED THE FLT ATTENDANTS TO NOTIFY THE CAPT AND HE WAS IN THE COCKPIT WITHIN ABOUT 4 MINS. I CONTINUED TO FLY THE ACFT AND COORDINATE WITH ATC AS THE CAPT AND FO RAN THE VARIOUS CHKLISTS. THERE WAS A R ENG EEC STATUS MESSAGE AND WE DETERMINED TO ATTEMPT AN INFLT AIR START ATTEMPT PER CHKLIST. INITIALLY; DISPATCH STATED ZZZZ1 WAS THE BEST SUITABLE ALTERNATE. HOWEVER; WE WERE WORKING WITH CTR AND DISPATCH AND WE DETERMINED TO DIVERT TO ZZZZ2 BECAUSE THE WX WAS BETTER; THE LONGEST RWY WAS 11000 FT AND THE DISTANCE WAS ONLY ABOUT 20 MI GREATER. ENRTE; A 'FUEL CONFIGN' LIGHT CAME ON AND WE BALANCED FUEL PER CHKLIST. WHEN WE TURNED TOWARD ZZZZ2 WE WERE 384 MI AWAY. WE CONTINUED OUR DRIFTDOWN AND COORDINATED WITH MAINT CTL; DISPATCH; AND THE FLT ATTENDANTS. ONE FLT ATTENDANT DID RPT A LIGHT SMELL OF SMOKE; R SIDE OF THE MIDDLE CABIN. DISPATCH SENT US ARPT INFO AS WELL AND LNDG PERFORMANCE DATA FOR RWY XX. THE ONLY DISCREPANCY WAS THE ILS FREQ SENT FROM DISPATCH DID NOT MATCH WHAT THE FMC LOADED. WE CONFIRMED THE CORRECT FREQ WITH CTR WHICH MATCHED THE ONE INDICATED BY THE FMC. WE PLANNED AND BRIEFED A FLAPS 20 DEGS SINGLE ENG APCH AND LNDG AT A GROSS WT OF 282K LBS. CAPT FLEW A NON EVENTFUL APCH AND LNDG. ARPT AND STATION PERSONNEL WERE READY FOR US WHEN WE ARRIVED. OVERALL; I FELT THE CREW COORD BTWN ALL PARTIES WENT VERY SMOOTHLY. IN THE COCKPIT; THERE WAS NO CONFUSION ON WHAT NEEDED TO BE DONE AS WE WORKED TOGETHER. WE HAD PLENTY OF TIME TO THOROUGHLY BRIEF AND GO OVER CHKLISTS AS THE WHOLE EVENT TOOK APPROX 1 HR.