B777 flight crew reported diverting after engine vibrations and erratic engine oil pressure and quantity indications were received after takeoff. Weather and temperature were extreme and likely caused the problems with ice on the engine fan blades and frozen oil coolers and oil filters.
Synopsis
B777 flight crew reported diverting after engine vibrations and erratic engine oil pressure and quantity indications were received after takeoff. Weather and temperature were extreme and likely caused the problems with ice on the engine fan blades and frozen oil coolers and oil filters.
Narrative
We arrived at the FBO at our scheduled time; the weather conditions with regards to temperature and ice were so severe that the driver of the van taking us to the aircraft was not able to open the rear passenger door and we all had to climb through the front door to get into the back of the van. When we arrived at the aircraft there was ground personnel inside the aircraft; APU was running and we were told that it had been running since the aircraft arrived the previous afternoon because of the temperature sensitive cargo. I was Pilot Monitoring for the flight so I took my seat and proceeded with the preflight procedures; at the time the ATIS was showing winds in the 20+ knot range with gusts to 30+ knots; -22 Degrees C and light blowing snow. I didn't notice any real moisture; mainly powdery snow blowing around. Refueling was taking place and the deicing truck was on its way. We completed all our preflight procedures; the Captain flying did the briefing and we blocked out at XA42Z. The deicing personnel asked if they could start on the right side of the aircraft while the air stairs were removed and the captain agreed. We followed the supplementary procedure for deice/ anti ice and to our knowledge the deicing started. There was a long delay with the removal of the air stairs and after a very long delay; during which time we saw the deice truck drive away and re approach several times; we found out the ground personnel were not able to remove the air stairs. Communication between ground personnel and flight deck was very limited however understandable given the weather conditions. During this time several calls were made to our company to try and get updates as we had no knowledge of what was happening on the ground; with trucks approaching and driving away from the aircraft without any updates. Eventually ground personnel managed to push the aircraft back away from the stairs; deicing was completed after several start-stop attempts; and we blocked out again at XE42Z.Prior to engine start as I turned on the engine synoptic page I noticed that the oil temperature was -21 Degrees C and commented to the captain something to the effect of 'the oil must be like treacle'; and it would be a good idea to get the engines running earlier to get some heat in them; of course he agreed. After start; oil pressure went straight up to around 100 PSI and temperature immediately started rising; vibration levels seemed normal given conditions. By the time we taxied out oil pressure was normal and temperature was around 30 Degrees C and rising quickly. I checked the engine page three times by the time we arrived at the runway and all values seemed normal; no vibrations were felt and it all seemed absolutely normal.At the hold point; we contacted tower and were told to line up and wait on the runway. After approximately one minute we got our take off clearance; the engine synoptic page was on to check vibration during cold weather run up procedures; the captain did the run up whilst I handled communication; got the lights and looked for thrust set.Take off was uneventful and no undue vibration was noticed. During the climb out; as we reached flap retraction speed and went to climb thrust; I noticed the vibration indicators on both sides were showing 5.0 units each and immediately brought this to the captain's attention. The aircraft was also vibrating; mainly through the yoke and glare shield. We retracted flaps; changed frequencies and climbed to an initial altitude of 13;000 feet. I was expecting the vibration to subside as the thrust reduced during the level off however it actually became worse. ATC cleared us to climb further to FL230 and we did while investigating the issue. We eventually advised ATC of the issue and contacted the company to get Dispatch and Maintenance into the situation for concurrence and advice. ATC cleared us for a further climb to FL270 and that became our final altitude. After several discussions withDispatch; Maintenance and Duty pilot; and following procedures for 'ice removal from the fan whilst in moderate or severe icing' with no improvement; even though we were never in icing conditions but VMC; the Captain with concurrence from Dispatch and the rest of the crew decided to divert. ATC was advised; priority handling was requested; and we were cleared direct. During the turn I noticed that the oil quantity indication on the right engine had suddenly dropped to 0 and oil pressure was considerably lower than on the left engine; approximately 20 PSI less. This was also brought to the attention of the crew. The oil pressure on the right engine continued to drop until we finally landed; where the indicator showed 1 PSI and turned red; at which time the engine was shut down.After landing we advised the tower that we had lost oil from our right engine and recommended a runway inspection and also had ground trucks visually inspect the engines for any visual damage; of which none was found. We eventually shut down the left engine and were towed into parking where the aircraft was secured.
Second reporter narrative
It was a very cold windy blowing snowy morning. We had arrived the [FBO] at ZZZ airport; at about XU:15 a.m. where the three of us operating crew were to be transported to the airplane. However; we couldn't gain access into the van because the door wouldn't open due to ice. We eventually gained access into the van through the front passenger door. We got to the foot of the airplane at XU:25 a.m and exited the van via the same way we got in. Got on the airplane and settled in. I was the third crew; I went out and did my walk around procedures in that brutal weather. Got back into the airplane; went through my supernumerary area security checks; bathroom; bunk area and all procedures. Went into the flight deck and told the Captain and First Officer that all looked good outside I sat in and took the observer seat and got settled. We discussed de-ice procedures and the current weather situation per Current ATIS which was blowing light snow and temperature in the negative. The brief and all checklists prelude taxi were done. We had blocked out and ready to go. We got deiced intermittently with no communication of fluid types and time. Air stairs wouldn't move away from the airplane due to the snow the previous night. So we sat there for over five hours from time of getting to the airplane to time we eventually got tugged out. We got fully deiced and no communication of fluid type and time of start and time of end. We had to keep requesting for this information. Ground handling around the airplane could have been better.We got ready for start up; engines got started. Pilot monitoring was on the secondary engine page where he monitored the oil temperature which were in the negatives. However before we taxied out both engine oil temperature indicators were in the positives. Taxiing out was good all the way to runway XYR. We talked about the static run up before takeoff and once we got our clearance to enter the runway; this was done on the runway and all engines indications were in the right parameters. Once we got takeoff clearance; we were on a roll and there were no abnormalities either by indication or by sound. We got airborne and once we got to thrust reduction height; thrust levers went forward and once flaps was to be retracted; Pilot Monitoring made mention right away about the engine vibration indicators. They were both at five units in the gray and right away you could feel the airplane vibrating even more visible over the control column and the glare shield.We climbed to 13;000 feet and even after the engine anti ice was turned off; the vibration was still there and indicating five units. Once we leveled off at thirteen thousand feet; rather than the vibration to reduce; it even became even more serious. At this time there was a discussion amongst us in the cockpit. ATC gave us further climb to FL270 in which Pilot Flying set the altitude in the MCP (Mode Control Panel) and we climbed. The vibration indicators went down to 4.8 units and at some point 4.5 units. We got to FL270 and then advised ATC we wouldn't be climbing further due to both engines vibrating. Captain advised to get a hold of the Company and then Dispatch and Maintenance also a duty pilot were brought on line. Fan ice removal procedure was done in accordance with FCOM (Flight Crew Operations Manual) while we were on line with Maintenance. The vibration still continued; a request for priority handling was made and after all procedures and discussions were concluded; with an agreement with dispatch; ZZZ1 was agreed to be the diversion airport. ATC was advised and we were told to proceed in that direction.Pilot Monitoring loaded the FMC got the weather and was all caught up. A brief was done and checklist followed. Before we started our descent in ZZZ1; we were already losing oil quantity on the right engine. Eventually it went to zero. As we descended into ZZZ1; oil pressure on the right engine was dropping and dipped even below 20psi. We landed andonce we turned out of the active runway XZ; onto [the taxiway]; trying to get a parking spot; EICAS alert message came up with a beep beep and oil pressure read 0 and the Captain shut down the right engine. After this was done; the pressure read as 1 in the gray. PM (Pilot Monitoring) advised Tower about the situation and a possibility of oil on the runway. The tower sent out the inspection team to the runway and nothing was found. The left engine was also shut down while we were on the ground. The inspection and airfield operations team also inspected the exterior of our airplane and they said no exterior damage or leak they saw. Finally after being on ground for a while; we got a tug to tow us to a remote parking area.Can't tell exactly; however; we were made to understand by maintenance that the airplane had sat on the ramp for more 26 hours on the ground and the APU had been running the whole time in order to keep the cargo on board cooled at a certain temperature.I think the ground personnel and handling should be made to follow SOP and maybe some retraining should help.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.