Narrative:

Standard arrival procedures coming into ZZZZ; starting out on one of the STAR arrivals and then vectors to our final approach course. There was some deviation around circuit breaker's and rain showers coming towards the aerodrome with few at 600 feet; few at 1;700 feet circuit breaker; sct 2;600 feet and broken 13;000 feet. Winds were variable at 2 knots and the ATIS information was calling 7 KM vis with moderate rain. It was more like rain showers and we missed just about all the rain showers close to the airport. Upon being cleared for the approach and after joining final; captain was hand flying the aircraft with the autopilot off and the auto throttles on and he noticed and verbalized some rudder oddity. There was a lot going on for me as I was talking to the approach controller; switching to tower and configuring the airplane for the captain as he verbalized the commands. He stated that the right engine was rolling back which it was and then he placed the right engine start selector to flight and moved the right thrust lever back slightly. I believe he clicked the auto-throttle switch off at this point and I confirmed the right engine appeared to have flamed out and he commanded the flaps back to 20 degrees for landing and to reset the speed bug for a flaps 20 southeast approach; which I did. He was flying the airplane just fine; we had the runway in sight straight ahead and were established on the localizer and GS with the gear down and now flaps 20. We did not feel rushed or that the outcome or our aircraft or approach to landing was in jeopardy so we continued. At this point; I believe I saw about 1;400 feet AGL on the radio altimeter and we were configured for a simple and timely flaps 20 southeast landing. There was no traffic behind us or on the runway or anywhere near our landing runway so we did not verbalize any urgency or problem to the tower. Captain just continued to fly the aircraft while I made the standard calls at 1;000 feet and again at 500 feet. The landing checklist may have been completed shortly after the 1;000 feet call and I don't remember which one of may have started the APU but I believe it was running prior to our touch down. I did query the tower again on short final just to verify our landing clearance for [runway] xxl and we did get the too low flaps egpws announcement due to our not overriding the system with the southeast flaps 20 landing configuration. As soon as we heard the too low flaps we reverified the flap position and selected the flaps egpws override switch to override and captain landed the airplane uneventfully. All standard calls were made upon the landing roll out and we cleared the runway safely. After exiting; everything appeared to be normal other than the inoperative right engine; so we secured the right engine and followed our taxi clearance to parking at gate on the cargo apron via single engine taxi.

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Original NASA ASRS Text

Title: B767-300 First Officer reported a flameout of the Number 2 engine while on approach.

Narrative: Standard arrival procedures coming into ZZZZ; starting out on one of the STAR arrivals and then vectors to our final approach course. There was some deviation around CB's and rain showers coming towards the aerodrome with FEW at 600 feet; FEW at 1;700 feet CB; SCT 2;600 feet and BKN 13;000 feet. Winds were variable at 2 knots and the ATIS information was calling 7 KM vis with moderate rain. It was more like rain showers and we missed just about all the rain showers close to the airport. Upon being cleared for the approach and after joining final; Captain was hand flying the aircraft with the autopilot off and the auto throttles on and he noticed and verbalized some rudder oddity. There was a lot going on for me as I was talking to the Approach Controller; switching to Tower and configuring the airplane for the Captain as he verbalized the commands. He stated that the right engine was rolling back which it was and then he placed the Right Engine Start Selector to FLIGHT and moved the Right Thrust lever back slightly. I believe he clicked the Auto-throttle switch off at this point and I confirmed the Right Engine appeared to have flamed out and he commanded the flaps back to 20 degrees for landing and to reset the speed bug for a Flaps 20 SE approach; which I did. He was flying the airplane just fine; we had the runway in sight straight ahead and were established on the LOC and GS with the Gear Down and now Flaps 20. We did not feel rushed or that the outcome or our aircraft or approach to landing was in jeopardy so we continued. At this point; I believe I saw about 1;400 Feet AGL on the Radio Altimeter and we were configured for a simple and timely Flaps 20 SE landing. There was no traffic behind us or on the runway or anywhere near our landing runway so we did not verbalize any urgency or problem to the Tower. Captain just continued to fly the aircraft while I made the standard calls at 1;000 feet and again at 500 feet. The Landing Checklist may have been completed shortly after the 1;000 feet call and I don't remember which one of may have started the APU but I believe it was running prior to our touch down. I did query the Tower again on short final just to verify our landing clearance for [Runway] XXL and we did get the TOO LOW FLAPS EGPWS announcement due to our not overriding the system with the SE Flaps 20 Landing configuration. As soon as we heard the TOO LOW FLAPS we reverified the flap position and selected the Flaps EGPWS Override switch to Override and Captain landed the airplane uneventfully. All standard calls were made upon the landing roll out and we cleared the runway safely. After exiting; everything appeared to be normal other than the inoperative right engine; so we secured the right engine and followed our taxi clearance to parking at gate on the cargo apron via single engine taxi.

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.