2023-05 · NASA ASRS report 2005456
A321 flight crew reported loss of right engine oil quantity and pressure in climb. The flight crew performed an in flight shut down of the right engine and elected to divert for landing.
We departed ZZZ 4.5 hours late due to a couple of aircraft swaps. On Captain's cockpit preparation it was noted that both engines had 21.5 quarts of oil. After the engines started I noted that the oil had dropped in quantity as usual. Take-off was normal as well as the climb till around FL 250 Captain noticed the flashing advisory about the right engine oil quantity. It was down to about 1.5 quarts. Having not seen the quantity so low we asked for level off at FL 300 to see if with reduced power the quantity would go up. It did not and it in fact continued to decrease to .5; also the pressure was now coming down and showing amber. Captain gave control to the First Officer (FO). We adjusted cruise speed to see how that would affect pressure and quantity. Quantity went to zero. Pressure went back and forth between amber and red a couple of times. At this time Captain started looking at the QRH on advisory oil quantity we would expect to see an increase after power reduction and to monitor engine oil parameters. EGT; N1 and N2 remained normal the entire time. Captain used SATCOM to call Dispatch and to request Maintenance on the call also. Maintenance was seeing exactly what we saw. The master warning came on a couple times for a short time then off. Captain made the decision to secure the engine after the ECAM warning came on and stayed on. With Dispatch we came up with a diversion to ZZZ1. We ran the ECAM then QRH. During this time FO flew and communicated with ATC our plan to divert to ZZZ1 and requested priority handling. Crash Fire Rescue (CFR) was requested. Captain called the Flight Attendant (FA) at the beginning of the running of the ECAM and QRH and told them to stop any service till I had gotten back to them after informing them of a possible diversion. After ECAM and QRH was complete Captain called FAs and gave the briefing info stating the situation at that time. A passenger PA was made about what had happened and our plan to go to ZZZ1. On descent into ZZZ1 and running an overweight landing checklist. FO entered in a hold while we briefed the approach before Captain took over as Pilot Flying (PF). Before beginning the approach the FO ran the divert guide. We began the approach; autopilot was turned off and an overweight landing was successful. Landing was smooth. We taxied off the runway and CFR checked both the engine for heat or any other anomalies as well as the brakes. All were good. We taxied to the ramp and waited about 47 minutes for company personnel and ground personnel to get into position. At the gate after the shutdown Captain stood in the galley and made a PA about what had happened and about the company sending another airplane to complete their trip to ZZZ2. Captain also informed anyone who had questions while deplaning that they would answer them. FO did a walk around and saw lots of oil on the ground and on the bottom engine cowl. Logbook was noted with a write up.
The flight was a completely nominal take-off and climb out. Around FL 250 the Captain noticed and pointed out the pulsing engine oil quantity ~1.5 quarts. We briefly discussed it and at about 27300 ft. they asked me to request a level off at FL 300 to see if the quantity would resume to normal indications. It did not. We looked at the QRH to look up low engine oil quantity. The guidance was to continue unless the oil pressure registered low. As the oil quantity continued to decrease; the Captain transferred the controls to me and called the company via SATCOM to expand the team. The oil quantity dropped to 0 as they were placing the call. Also; the oil pressure began to fall. While discussing potential alternates; the oil pressure ECAM briefly activated a couple of times. All other engine parameters remained normal. The ECAM warning then appeared again; this time not going away. They quickly ended the SATCOM conversation with the decision that we would be diverting to ZZZ1. They then followed the ECAM actions for low engine; oil pressure; shutting down the #2 engine. They then briefed the crew and the passengers of our divert. While they were briefing everyone of our intentions; I gathered the weather for ZZZ1 and advised ATC of our intentions to divert. They instructed us to proceed directly to ZZZ1 and descend to FL 220. I believe the time from level off to the start of our descent to be about 12-15 minutes. I also pulled up the ZZZ1 approach chart to Runway XX and began to familiarize myself with it. I also sent landing data for Runway XX while they were briefing everyone. The Captain reviewed the weather; landing data; overweight landing checklist and approach to XX while we held two circuits at the marker. While they were doing this I reviewed the diversion checklist. They briefed the approach; and transferred the controls. The rest of the flight was uneventful. The Captain's touchdown was smooth; and we taxied off the runway to allow Crash Fire Rescue (CFR) to determine that the brakes and our engine appeared normal. After speaking to the inflight crew/passengers and after an extended wait; we taxied to the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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