B767 flight crew reported they shut down one engine due to loss of oil pressure; diverted to the nearest airport; and after landing with one engine; the rear brakes caught fire which was extinguished by airport personnel.
Synopsis
B767 flight crew reported they shut down one engine due to loss of oil pressure; diverted to the nearest airport; and after landing with one engine; the rear brakes caught fire which was extinguished by airport personnel.
Narrative
I was the relief pilot for this flight. The Captain was the Flying Pilot. When he returned from the second break it; was noted that the left engine oil quantity had been dropping. The left engine oil quantity had dropped from 7 to 3 in the matter of about 30 minutes. The oil pressure and temperature was remaining consistent at 196 psi and 110 degrees. Since there is not a procedure for low quantity; the Captain contacted Dispatch and Maintenance to advise of the situation. See if they could see and monitor engine parameters and to discuss then next step if the quantity did in fact reach zero. He advised to monitor. The Crew discussed possible diversion airports and weather. The FM and QRH were referenced for the appropriate checklist and procedures if the engine oil parameters deteriorated. The left engine oil quantity did in fact reach zero and I began keeping track of the engine parameters for trends. The engine went to zero quantity at XA:27. The engine oil pressure and temperature remained consistent for 25 minutes. At this point we had left the tracks; in radar contact with ZZZZ and been given clearance for ZZZZZ direct ZZZ. Once the oil pressure began to drop and it became apparent it was not a quantity sensor issue the Flight Attendant was called to provide a restroom break; be given a heads up briefing and asked to wake the Pilot Monitoring First Officer.While waiting for the third Pilot to return to the flight deck; Dispatch and Maintenance were consulted. During this communication; the engine oil pressure light began to flicker. Within minutes; the oil pressure was boxed and red on the engine indicators. Knowing that the QRH for L Eng oil pressure led to an inflight shutdown; the Captain discussed diversion with Dispatch. The third Pilot returned to the flight deck. He began the QRH procedures. I advised the lead Flight Attendant of the situation and provided the briefing items. I then made an announcement to the people. Once we were vectored to ZZZZ1 I provided the Flight Attendants and the passengers and updated time of landing. Also advised passengers why the lights went out momentarily during the transfer of power to the app. The QRH and landing distance computations were completed. A flaps 20 ILS was planned for ZZZZ1. Emergency equipment were in place and standing by. The weather was VFR clouds and visibility. Winds favored the runway but were gusty. Approximately 260 at 24 gusting 35. Appropriate adjustments were made to VREF.Landing was in the touchdown zone. Rollout and stop were as expected with the single thrust reverser and wind gust. The aircraft completed a 180 at the end of the runway and exited at taxiway Alpha. Emergency equipment followed and inspected the aircraft. Once entering the temp area the left truck break temperature had risen. The aircraft was stopped. The Fire Chief advised they saw fire. They sprayed and extinguished the fire. The Brake Temperature Monitoring System (BTMS) Checklist was completed and 1 hour was needed before moving aircraft again. I advised the Flight Attendant and passengers. The Flight Attendants decided to use that hour to serve the passengers breakfast. I communicated with Operations on plan for the passengers and aircraft.Once time was complete. The Aircraft was towed to the gate and met by Mechanics and Ground Security Coordinator.
Second reporter narrative
During my rest period; I was awakened by Flight Attendant and told to return to flight deck. When I entered the flight deck the Captain and Relief Pilot informed me that oil quantity was zero and engine shut down impending. [Requested priority handling] with ZZZZ and vectored to ZZZZ1. We started the Drift down and Engine failure/shut down check lists. We descended incrementally while switching to approach. During the descent we accomplished communications with dispatch; reviewed diversion checklists; and calculated landing distance in the Non-normal landing configuration chart. Approach vectored us for an ILS to Runway XX at ZZZZ1. Approach and landing were uneventful. We touched down and rolled to the end of the runway; performed a 180 and received taxi instructions to stand 42. While on the taxiway the Brake Temperature light illuminated and we stopped. We performed the Brake Temp checklist and determined the brake cooling time; and asked the fire/rescue to chock the aircraft. The fire/rescue unit informed us we had a 'bogie' and applied firefighting agent. We continued to hold until the required cooling time expired. After the brakes cooled we taxied to the stand; deplaned passengers and secured the aircraft.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.