Narrative:

Aircraft had just initiated descent form FL360 with right autopilot engaged in vertical speed at 1000fpm. Upon initial deceleration; a slight yaw was experienced followed by multiple flight deck indications of a right engine failure; ie. Fuel flow 0:0; oil pressure at 0 surrounded by a red box; N2 indications below 50%. Engine continued to windmill; however EICAS was devoid of engine parameter displays in order to restart. The engine was secured in accordance with QRH procedures; and an emergency declared with center. The aircraft was cleared direct to our destination airport; and control was not a factor. Consequently; the decision was made to continue for an ILS 27 approach. The aircraft landed uneventfully utilizing a flaps 20 approach procedure and was met by airport rescue and fire fighting equipment on the runway. After a visual review by emergency personnel; the aircraft taxied to the gate. Upon review; the aircraft had arrived yesterdays destination with a logbook write up concerning right engine indications during normal shutdown procedures. The engine displayed a red box around the oil pressure indicator which is not a normal format. The right engine fuel valve light was also illuminated. Maintenance arrived at the aircraft and commenced an engine run with the pilots which proved unsuccessful; as the engine failed to light off. Subsequent discussion with maintenance control determined that a circuit breaker at location D26 had popped; and thus the reason for the fuel valve light. A second engine start proved successful; and the aircraft was certified for flight. With hindsight as an aid; the aircraft should have been subject to further testing; both electrically; and with more in depth engine performance checks. The flight that evening should have been canceled. There is a reason the D26 breaker failed to stay engaged on two separate occasions; thus closing the engine fuel control shut off valve.

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Original NASA ASRS Text

Title: A B767'S right engine flamed out as the thrust levers were retarded to begin a descent from FL360. The flight continued to its destination; declared an emergency and landed in an emergency condition.

Narrative: Aircraft had just initiated descent form FL360 with right autopilot engaged in vertical speed at 1000fpm. Upon initial deceleration; a slight yaw was experienced followed by multiple flight deck indications of a right engine failure; IE. fuel flow 0:0; oil pressure at 0 surrounded by a red box; N2 indications below 50%. Engine continued to windmill; however EICAS was devoid of engine parameter displays in order to restart. The engine was secured in accordance with QRH procedures; and an emergency declared with Center. The aircraft was cleared direct to our destination airport; and control was not a factor. Consequently; the decision was made to continue for an ILS 27 approach. The aircraft landed uneventfully utilizing a flaps 20 Approach Procedure and was met by Airport Rescue and Fire Fighting Equipment on the runway. After a visual review by emergency personnel; the aircraft taxied to the gate. Upon review; the aircraft had arrived yesterdays destination with a logbook write up concerning right engine indications during normal shutdown procedures. The engine displayed a red box around the oil pressure indicator which is not a normal format. The right engine fuel valve light was also illuminated. Maintenance arrived at the aircraft and commenced an engine run with the Pilots which proved unsuccessful; as the engine failed to light off. Subsequent discussion with Maintenance Control determined that a circuit breaker at location D26 had popped; and thus the reason for the fuel valve light. A second engine start proved successful; and the aircraft was certified for flight. With hindsight as an aid; the aircraft should have been subject to further testing; both electrically; and with more in depth engine performance checks. The flight that evening should have been canceled. There is a reason the D26 breaker failed to stay engaged on two separate occasions; thus closing the engine fuel control shut off valve.

Data retrieved from NASA's ASRS site as of April 2012 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.