Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic System - Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While leveling at FL320; EICAS 'R ENG HIGH STAGE' appeared. QRH procedure followed until step 4; when HI STAGE light extinguished. A short time later; the EICAS 'R ENG HIGH STAGE' reappeared. As the Pilot Monitoring completed the QHR procedure; which terminated with the right bleed and pack off; EICAS 'L ENG HIGH STAGE' appeared.Knowing that we would become unpressurized shortly; we requested an immediate descent to 10;000 feet. We donned oxygen masks; established crew communication; and began the [urgent] descent. The QRH procedure of turning off the left engines bleed air valve and pack was complied with during the [urgent] descent. (The QRH did not address dual ENG HIGH STAGE indications. The QRH did not address using APU bleed air to supply the packs that were turned off per the QRH.) We were near ZZZZZ on the arrival with clearance to descend via the arrival when we began our [urgent] descent. ATC further cleared us direct ZZZ; then direct ZZZZZ1 for ILS XX. I had the Pilot Monitoring monitor the cabin altitude; which increased slowly and did not go higher than 10;000 feet. Once at 10;000 feet; we requested and were cleared to 9;000 feet in order to lower cabin altitude and be able to remove oxygen masks. We started the APU. I flew faster than 250 knots below 10;000 [feet] under Captain's authority in order to reach ZZZ in minimal time. The approach was flown with normal procedures with delayed extension of final flaps and gear so as to keep engine thrust minimal since we were still indicating 'L ENG HIGH STAGE.' We discussed and notified ATC that we would clear the runway; shut down engines; and need to be tugged to parking. ARFF [Aircraft Rescue and Fire Fighting] met us at the Runway XX/taxiway. Thirty minutes after the engines were shut down; firefighters told us that their Infrared FLIR device was showing that the left engine was the same temperature as our APU exhaust (which indicated +500C) and 'showed hot compared to the right engine.'It took over 40 minutes for the tug to arrive after Tower called ZZZ Operations. The tug arrived to [the] 'Emergency Aircraft' without a headset. This made communications with Tower and ARFF difficult since we didn't know the tug driver's plan. [Between] taxiways; the tug lost power and started to veer to the left of centerline. I set the parking brake. The tug was smoking and ARFF assessed the situation. Again; having a headset to communicate with the tug driver would have been preferable in this situation with a hot engine and hot tug. A second tug was dispatched and we completed our 101 minute voyage to the gate. Maintenance logbook shows that both engines were changed at the end of [the previous month].


Second narrative: I was acting as First Officer and Pilot Monitoring while in cruise flight at FL320. The nacelle anti-ice was on due to us just leaving an area of convective activity. On the arrival to ZZZ; the right 'HI STAGE' annunciator on the overhead panel illuminated and we received the message 'R ENG HI STAGE.' We referenced and complied with the QRH; ENGINE HIGH STAGE; which states the condition is 'An engine bleed air overheat occurs' and directs us to turn off the right engine bleed air valve as well as the right air conditioning pack. Step 3 states 'After thrust is reduced for cruise...' and directs us to turn the engine bleed and pack back on. Step 4 is a conditional step that completes the checklist if the light extinguishes or directs you to step 5 if the light does not extinguish or returns. Step 5 has you turn off the engine bleed air and pack and leave them off. Since the annunciator had extinguished and we were already at cruise power; we decided to turn the right bleed and right pack back on per the QRH.After a couple of minutes; the right 'HI STAGE' annunciator illuminated again along with the message 'R ENG HI STAGE.' We again complied with the QHR by turning off the bleed and pack and per steps 4 and 5 left them off. Just as we were completing that QRH procedure; the left 'HI STAGE' annunciator illuminated along with the message 'L ENG HI STAGE.' Once more; we followed the QRH by turning off the left engine bleed and left pack. This time the annunciator did not extinguish; so we were directed to turn them off and leave them off in addition the right side. We immediately recognized that the QRH had driven us into a loss of pressurization event so we quickly donned our oxygen masks and established communication. We then declared an [urgent situation] with ZZZ Center and asked for an immediate descent to 10;000 feet due to pressurization issues. We were given clearance to descend to 10;000 feet and also cleared direct to the ZZZ airport.I monitored the cabin altitude rate as were descending and it was climbing at approximately 1;500 feet per minute. We received the cabin high altitude warning just as we leveled off at 10;000 feet. We then asked for; and received; clearance to 9;000 feet so we could take off our masks; however; we kept our speed above 250 knots to expedite our arrival under PIC authority. Since neither HI STAGE annunciator had extinguished; we decided that it would be prudent to shut down both engines immediately after clearing the runway to prevent any possible aircraft damage; so we started the APU and advised ATC of our intent. We asked for and received clearance to fly directly to Runway XX. Approach Control then cleared us direct to the ZZZZZ intersection on the ILS XX Approach and cleared us for the approach approximately 20 miles out.We landed uneventfully and cleared the runway with ARFF [Aircraft Rescue and Fire Fighting] trucks waiting for us. We asked where the best place to shut down was and ATC directed us. After shutting the engines down; the right HI STAGE annunciator extinguished but the left did not. Approximately 30 minutes after shutdown; one of the firetrucks that was parked behind us advised that the left engine core was still showing just as hot as the APU exhaust as viewed through their onboard FLIR; but that the right side seemed normal. Throughout the entire event; all other engine indications were nominal. A tug arrived to tow us to the ramp and the ARFF trucks followed us there.It is noteworthy to add that this particular aircraft had both of its engines replaced within the preceding 17 days and that did play into our decision making. The odds of a simultaneous dual bleed air over temp are pretty low. However; in light of the recent engine changes we wondered if Maintenance had improperly installed them as the same facility had performed both changes. We had no other warnings; but with the variable of the engine changes considered; we were not convinced that there could not be other problems. That is why we chose to expedite by staying above 250 knots below 10;000 feet for a while and then shutting down immediately after arrival. We chose to continue to ZZZ as it was the most suitable airport in the area.


Synopsis: B767 flight crew reported EICAS messages appeared showing a 'R ENG HI STAGE' followed by 'L ENG HI STAGE'.