A320 flight crew reported loss of oil quantity and oil pressure for number two engine in cruise. Flight crew shut down the engine and completed a diversion and landing.
Synopsis
A320 flight crew reported loss of oil quantity and oil pressure for number two engine in cruise. Flight crew shut down the engine and completed a diversion and landing.
Narrative
During climb out to FL 380 we had an ADV (Advisory) message come up and the ENG page displayed. The ENG2 oil quantity was at 1.0 quarts. We immediately contacted Maintenance and went to the procedure. The procedure in the ADV checklist says to monitor other engine parameters and proceed. Our message back from Maintenance said likewise. We sent them the oil pressure and temperature readings. At the time the pressure was 150 PSI and the temperature was 90 degrees C. The #1 engine was also at 90 degrees C; but the pressure was 170 PSI. So the #2 was slightly lower. We started getting checklists bookmarked for low oil pressure and eventual engine shutdown if it came to that. We notified the very senior lead Flight Attendant (FA) of the issues. They were a godsend to have on this day. The pressure dropped incrementally as we progressed. We notified Maintenance when it hit (I believe) 135 PSI. Then again when it got to just a hair above the AMBER bar. At this time we got a message from our Dispatcher; to return to ZZZ. We started our turn for ZZZ and I called lead FA. As we were making the turn we got the RED ECAM of low oil pressure. The ECAM procedure has you pull the thrust lever to idle and shut off fuel to the engine. We did that; and we got a call from ZZZ Center asking if we were [requesting priority handling]. We [requested priority handling] and asked for lower at the same time as we were at FL380. They gave us FL360 and I told them we needed lower immediately as our Multipurpose Control Display Unit (MCDU) was showing FL254 as I recollect for highest. They gave us FL230 and since we had the fuel we went to FL230. At this point we finished the procedures for engine shutdown and traded controls and I became Pilot Flying and the First Officer (FO) became Pilot Monitoring. We did balance the fuel as we descended some. We had been cleared to the FAF on ILS XXL but when handed over to ZZZ1 Approach they switched us to RNAV YY. The winds favored that runway and it is over 11000 ft. long. We changed our approach. We re-briefed the approach and flew the RNAV to YY. I spoke to the lead FA multiple times and also made a PA to the passengers about what was going on. We landed without incident and came to a stop on the runway to evaluate before turning off onto taxiway. Fire trucks were located and could see that we had no issues. We taxied to gate.
Second reporter narrative
During climb (approximately at FL360) we got a flashing 'adv' [alert] with an engine page indicating oil quantity 1.0 quart. We contacted Maintenance and advised them about the situation. We were informed that if all of the other indications were normal (they were) we were good to continue. We continued to monitor the engine page. Oil quantity was showing 0 quart and the pressure was slowly decreasing. At one point the PSI indication changed to amber and we got amber ENG 2 OIL LO PR on ECAM. We referenced the procedures. Contacted Dispatch and was advised by our Dispatcher to turn around and go back to ZZZ. As we were turning back; we got RED ENG 2 OIL LO PR; followed ECAM actions which instructed us to follow eng 1(2) shutdown procedure. Since we were at FL380; we had to request lower altitude (initially we were given FL360 then FL230). After the engine shutdown; we [requested priority handling]. Per Dispatch's recommendation; we elected to divert to ZZZ1. During this time; we switched our roles and I continued as PM for the rest of the flight. The remainder of the flight was uneventful. We landed on Runway YY; stopped on the runway for a short period of time to verify that everything was fine and taxied to our gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.