Narrative:

Around two and a half hours into the nearly three hour flight we experienced an inflight uncommanded shut down of the right engine while descending through approximately FL370. Prior to the uncommanded shutdown it was an uneventful flight at FL430. We encountered VMC conditions and mostly smooth air throughout the flight. The weather at [destination] was calling for south-southwest winds at 5-10 knots; more than 6 SM visibility; and a scattered layer around 3;000 ft. We started our VMC descent around 125 NM and 20 minutes from the field as indicated by the arrival loaded in the FMS and displayed on our efbs and mfd. Passing through around FL370 at 2;000 FPM; we heard the aural warning for 'right engine oil pressure' along with 'right generator' followed by noticing the flashing associated annunciators for the right oil pressure and right generator. We cross checked the engine parameters to verify the annunciators. The right amp meter showed zero; right N1 around 17%; right N2 maybe 30% (we cannot remember the exact value); right oil pressure was at the very bottom of the green arc and right fuel flow was zero.the captain advanced the right power lever around halfway and noticed no changes. We agreed to [advise ATC] and were told to fly direct to the field for a straight in visual approach. I pulled out the checklist and proceeded to run the engine failure procedures. We agreed to perform a precautionary shutdown due to the sudden nature of the uncommanded shutdown and the close proximity of the airport. After completing the precautionary shutdown checklist and briefing the visual approach backed up by the RNAV we started the single engine approach and landing checklist. I verbally notified the passengers of our situation and requested they ensure their seat belts are fastened and seats secure. We landed safely and exited the runway under our own power onto a forward high speed taxiway. We were met by the arff and airport operations who performed a visual inspection of our right engine and could not see any immediate damage or spillage. We determined we could taxi under our own power on one engine and did not require a tug to the FBO. Upon securing the aircraft and deplaning on the ramp we performed a walk around and could not identify any immediate damage. Our oil levels on both engines were indicating approximately the same levels as when we departed. Fuel remaining at the time of the uncommanded shutdown was approximately 1700 pounds. We do not recall the RAT at the time of the event but we were in VMC conditions with no convective weather in the area. The only visual moisture was in the form of a scattered layer with bases around 3;000 and tops estimated at 6;000 ft.

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Original NASA ASRS Text

Title: CE525B flight crew reported an inflight uncommanded shutdown of the right engine descending through FL370. An uneventful single-engine landing ensued.

Narrative: Around two and a half hours into the nearly three hour flight we experienced an inflight uncommanded shut down of the right engine while descending through approximately FL370. Prior to the uncommanded shutdown it was an uneventful flight at FL430. We encountered VMC conditions and mostly smooth air throughout the flight. The weather at [destination] was calling for south-southwest winds at 5-10 knots; more than 6 SM visibility; and a scattered layer around 3;000 ft. We started our VMC descent around 125 NM and 20 minutes from the field as indicated by the arrival loaded in the FMS and displayed on our EFBs and MFD. Passing through around FL370 at 2;000 FPM; we heard the aural warning for 'RIGHT ENGINE OIL PRESSURE' along with 'RIGHT GENERATOR' followed by noticing the flashing associated annunciators for the right oil pressure and right generator. We cross checked the engine parameters to verify the annunciators. The right amp meter showed zero; right N1 around 17%; right N2 maybe 30% (we cannot remember the exact value); right oil pressure was at the very bottom of the green arc and right fuel flow was zero.The captain advanced the right power lever around halfway and noticed no changes. We agreed to [advise ATC] and were told to fly direct to the field for a straight in visual approach. I pulled out the checklist and proceeded to run the engine failure procedures. We agreed to perform a precautionary shutdown due to the sudden nature of the uncommanded shutdown and the close proximity of the airport. After completing the precautionary shutdown checklist and briefing the visual approach backed up by the RNAV we started the single engine approach and landing checklist. I verbally notified the passengers of our situation and requested they ensure their seat belts are fastened and seats secure. We landed safely and exited the runway under our own power onto a forward high speed taxiway. We were met by the ARFF and Airport Operations who performed a visual inspection of our right engine and could not see any immediate damage or spillage. We determined we could taxi under our own power on one engine and did not require a tug to the FBO. Upon securing the aircraft and deplaning on the ramp we performed a walk around and could not identify any immediate damage. Our oil levels on both engines were indicating approximately the same levels as when we departed. Fuel remaining at the time of the uncommanded shutdown was approximately 1700 pounds. We do not recall the RAT at the time of the event but we were in VMC conditions with no convective weather in the area. The only visual moisture was in the form of a scattered layer with bases around 3;000 and tops estimated at 6;000 ft.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.