Air carrier pilots reported the loss of oil quantity and pressure during cruise flight. The pilots stated they shut the engine down and diverted.
Synopsis
Air carrier pilots reported the loss of oil quantity and pressure during cruise flight. The pilots stated they shut the engine down and diverted.
Narrative
Shortly after reaching cruise altitude we noticed the oil pressure on the number one engine was in the amber band and fluctuating between 25-40 psi. Oil quantity was indicating 0. I asked the FO (First Officer) to run the checklist and I took the aircraft and accomplished the immediate action item for Engine Limit Surge or Stall. I disconnected the auto-throttles and retarded thrust lever on the number one engine to idle. The low oil indication did not change but was still in the amber range. Shortly thereafter the oil pressure went into the red range and we got a flashing amber indication on the number one engine. We immediately requested a descent to FL220 and accomplished a drift down with a level change and airspeed set to 240 KIAS. Continuing with the checklist it directed us to shutdown the engine which we confirmed and accomplished. I would estimate the engine only ran for 1-2 minutes with abnormal indication before shutdown. We checked the checklist for ENG out and confirmed FL220 as optimum. At this point we determined ZZZ was only 38 miles away. We [advised ATC] and the intention to divert to ZZZ. I sent a quick message to dispatch and changed the destination to ZZZ and reset the destination field elevation. Since we had significant altitude to lose we had time to alert the FAs (Flight Attendants) with a phone call and I made a PA to the passengers.The rest of the arrival and descent was relatively uneventful. We asked for Rwy XXR as it is the longest. Upon taxiing clear of the runway emergency vehicles met the aircraft and confirmed leaking fluid from the number one engine. We taxied to the gate with emergency vehicles following out of an abundance of caution. Deplaning was uneventful.
Second reporter narrative
I was the PF (Pilot Flying) operating ZZZ1-ZZZ2. While in cruise; at FL300; we noticed an issue with the number 1 engine oil quantity. The quantity had begun to drop to 0 and the number was boxed white. Initially it was thought to maybe be a false indication; as the remainder of the engine indications appeared normal. However; after about a minute we observed the oil pressure in the number 1 engine begin to fall. The indication then transitioned into the Amber and Red bands. Both the CA (Captain) and I agreed that it was not an abnormal indication; and it was in fact an actual issue. We elected to shutdown the number 1 engine by pulling the thrust lever to idle IAW (In accordance with) the Engine Shut Down" checklist. During this time flight controls were transferred to the CA; who became the PF; and I assumed PM (Pilot Monitoring). The total time the indication of oil quantity 0 and Oil pressure falling; was only a minute or two until the engine shut down procedure was completed. At this point; I initially began to run the "Engine Fire; Severe Damage; or Separation Checklist" which the CA corrected me on and we determined that we needed to run the "Engine Shut Down - NG" checklist. We [requested priority handling]; and advised ATC of the number 1 Engine issue and shut down. We communicated souls and fuel on board and advised ATC that we required a little more time to troubleshoot and setup and that ZZZ would be our diversion airport. The above mentioned checklist was completed which then directed us to the "One Engine Inoperative Landing" checklist. We worked through all the steps at the appropriate times; "Deferred Items"; and "Before Landing". We then advised ATC we would like runway XXR given it's length and our overweight nature and single engine configuration. Given our distance to ZZZ (~50nm); it was determined this was also the best option for safety and operational reasons. We loaded the RNAV [runway] XXR into the FMC and began our approach with initial vectors from ATC to the final approach course for runway XXR. While on final for XXR we completed the "Landing Checklist" via the QRH and landed uneventfully.After landing; we made the determination we could safely clear runway XXR and perform our assessments on taxiway 1. There; we completed our after landing flows and coordinated with ARFF (Airport Rescue and Firefighting) to have them inspect the number 1 engine. During their assessment they were able to determine that there was fluid leaking from the number one engine. This fluid we assumed as being engine oil. We then coordinated with operations and ATC and chose to taxi to gate 1. We asked that ARFF follow us to the gate as a precaution. Upon parking we completed our flows and the Parking Checklist and deplaned the passengers without incident.During our debrief; the CA and I found three areas in which we could have improved upon. One; was the original "Engine Fire; Severe Damage and Separation" checklist that I selected. As a team we determined as soon as we got to the fire handle step that we were in the incorrect checklist and then proceeded to the proper one.Second; was that we did not "verbalize" the Drift Down checklist per the QRC. We attributed this to experience and the fact that we were near ZZZ and starting a descent already using LVL Change as we had referenced the VNAV engine out page which stated ~22;400ft. We had already requested a descent to FL220 so we agreed we were on the way to a safe altitude and airspeed. We also started the APU given the fact that the number 1 engine GEN was offline. After discussing it; we could have done better by using that checklist. After review of the Drift down checklist; we determined that we covered all items in that checklist already via the "Engine Shut Down" checklist.Third; we did not verbalize the "Engine Limit/ Surge" memory items. The memory items were accomplished using the "Engine Shut Down" checklist vs the "Engine Limit" checklist."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.