B767-300 flight crew reported the engine oil temperature exceeded limits and elected to perform an in flight shut down of the affected engine. The flight crew performed an air turn back and precautionary landing at departure airport.
Synopsis
B767-300 flight crew reported the engine oil temperature exceeded limits and elected to perform an in flight shut down of the affected engine. The flight crew performed an air turn back and precautionary landing at departure airport.
Narrative
Shortly after '80 knots' call on takeoff roll; I observed an amber oil pressure indication on right engine. I called out; 'Low oil pressure; right engine'. Moments later the oil pressure increased such that the indication reverted to normal white levels and I communicated that to the Captain; who was Pilot Flying. He continued the takeoff. As the initial climb progressed I continued to monitor the engine gauges and noted that the right engine oil temperature had begun increasing. I shortly thereafter noticed that right oil pressure was lower than the left side and additionally that right oil level indicated zero. I communicated this all to the Captain and we agreed that this was likely not a spurious indication.The continuing increase of oil temperature prompted us to stop the climb at 7000 ft. and set up for a possible return to the departure field. I ran the procedure for high engine oil temperature while the Captain continued to fly the aircraft. The oil temperature indications had gone amber and then red; which prompted us to shut down the engine inflight. We received delay vectors to complete all checklists and check performance data. The aircraft was above maximum landing weight but thunderstorms approaching the field prevented further fuel burn. We then completed the approach and landing and exited the Runway. Due to high indicated brake temperatures; the aircraft was stopped on the taxiway and the fire brigade was requested to inspect the undercarriage. They informed us that all looked normal. Company maintenance arrived and let us know that two tires had deflated due to melted fuse plugs. We waited aboard the aircraft while attempts to replace the tires were made. Finally; air stairs were brought to the aircraft so that we could deplane normally.
Second reporter narrative
During takeoff; in the high-speed regime after 80 knots' was acknowledged/'checked' by the Pilot Flying (Captain); the Pilot Monitoring (First Officer) verbalized the right engine had lower oil pressure. No other abnormal indications existed and the takeoff was continued. On climbout; low oil quantity was indicated and the oil temperature began to rise. The oil pressure continued to decrease. After obtaining a clean configuration; we coordinated with Departure to stop our climb and descended to 7000 ft. To initially decrease further engine damage and/or an engine fire; the right throttle was pulled back by the Pilot Flying and eventually was in IDLE. After a thorough analysis; extended vectors were requested to return for the ILS XX. We decided permanent engine failure was imminent as the oil temperature had increased to the level where the indication was now an AMBER color. Just prior to shutting down the engine using the Quick Reference Handbook; the oil temperature indication changed from AMBER to RED.Pilot Monitoring executed all Quick Reference Handbook checklists and calculated landing distance on a wet runway. As we were approximately 9000 lbs. over max landing gross weight; max auto-brakes were selected; knowing we would have hot brakes after landing. Pilot Monitoring used the Quick Reference Handbook to alleviate some of the known fuel imbalance. We did not burn off more fuel as we were single engine at this point and large thunderstorms in the area were flooding the city. Tower indicated another storm was about to move over the airport.At Flaps 20; single engine approach and landing was performed after requesting a 15-mile final. After clearing the Runway onto the parallel taxiway; Tower facilitated communication between us and the fire truck. The APU had unexpectedly shut down several hours before on a previous preflight. We kept the left engine running on the taxiway until the brakes cooled to ensure radio communication could exist with the fire department. The fire brigade monitored our aircraft for a potential brake fire until Company maintenance arrived. Two of the wheel sensors indicated a brake temperature of 8 and their respective fuse plugs melted. Although our engine failure was [communicated to] ATC and we were given priority vectors and handling; Pan-Pan-Pan was not stated while airborne. We confirmed with Tower our situation would be classified as a priority. ZZZZ maintenance was replacing the 2nd deflated tire when the air stairs arrived for us to deplane onto the taxiway. The aircraft was towed to parking 30 minutes later."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.