Embraer flight crew reported engine oil temperature in the red zone. Flight crew diverted and landed uneventfully.
Synopsis
Embraer flight crew reported engine oil temperature in the red zone. Flight crew diverted and landed uneventfully.
Narrative
I operated flight XXXX which was scheduled from ZZZ to ZZZ1. This flight was my captain upgrade line check. I was the pilot flying on this flight and training captain was the pilot monitoring. We departed from runway XXL and made a normal takeoff and departure. On departure we were initially cleared to 4;000 and then we were cleared to 5;000 upon contacting departure control. We were then cleared to 16;000. Upon climbing through 10;000 I began to accelerate the airplane from 240 knots with the use of vertical speed mode up to 280 knots. While climbing through 11;000 feet I noticed the oil temperature on the #2 engine was elevated but was still in the green range. While monitoring the temperature it increased in temperature and moved into the red range. Upon seeing the #2 engine oil temperature move into the red range I called for the high oil temperature QRH procedure. The QRH procedure called for thrust to be reduced on the affected engine; the #2 engine. I reduced thrust on the affected engine by 50%. At this point the QRH called for us to monitor the temperature. The temperature did not decrease and thus the checklist called for us to do a precautionary shutdown of the #2 engine and the training captain accomplished the engine shutdown QRH procedure. While running the checklist the oil quantity decreased from 7 quarts to 6 quarts and the temperature reached the highest temperature of 142 degrees C. Upon the completion of the single engine shutdown ATC was advised that we would [advise ATC] and be returning to ZZZ Airport. We were then cleared to ZZZ via radar vectors and were assigned 6;000. We initially requested runway XXL but were eventually assigned runway XY and elected to hold at ZZZZZ. On the way to ZZZZZ I was pilot flying and the training captain took the responsibility of giving a briefing to the flight attendant with a special procedures report. He also established communication with dispatch via ARINC. After initial contact with dispatch further communications were established via ACARS. While in the hold over ZZZZZ the passengers were briefed about the situation and about our intentions to land in ZZZ. While in the hold we also continued with the single engine approach and landing checklist. The checklist was run by the training captain until the approach check portion. The approach was set up when we had entered the hold and at this point the training captain briefed the approach because it was decided that the training captain would land the airplane. He then briefed the runway XY ILS approach. After the briefing was completed I exchanged the flight controls to the training captain for the remainder of the flight. As expected a return to ZZZ on a flight originally intended to go to ZZZ1 meant the airplane would be overweight on landing. The overweight landing checklist was completed after I completed the single engine approach check and single engine go-around checklist. While we were in the hold we were preparing the aircraft to continue inbound but also managing fuel so as not to have to land overweight; but upon further communication with dispatch we elected to continue inbound and land overweight. The training captain made a smooth landing in accordance with the overweight landing checklist. Upon landing and slowing below 80 knots I took control of the airplane from the training captain and brought the airplane to a stop on runway XY. Once I stopped the airplane the emergency vehicles did an inspection of the airplane. It was determined that there wasn't any noticeable external damage and the training captain and I elected to taxi back to the gate. I taxied back to the gate 1; and a normal shutdown of the running engine was made at the gate and the passengers were deplaned in a normal fashion at the gate. Maintenance did a preliminary inspection at the gate and noted that there was oil leaking from the engine nacelle. Based on this we initiated separate maintenance write ups for the high oil temperatureand overweight landings.
Second reporter narrative
I was a Line Check Pilot assigned to conduct a Line Check for a newly upgraded Captain while operating (ZZZ-ZZZ1). The pre-flight and taxi-out proceeded without incident; resulting in an on-time departure at XA:34 AM. We departed at XB:51 am from ZZZ via runway XXL; following the ZZZZZ standard departure procedure; with a left turn and vectors from ATC to 4;000 feet. The initial climb was uneventful.Upon reaching an altitude of 10;000 feet; the new Captain requested autopilot engagement and continued aircraft accelerating in vertical speed mode. I began a debrief with the new Captain regarding his excellent performance up to that point. During the climb through 11;000 feet; the new Captain noted an elevated oil temperature reading for engine #2 on the EICAS display. We monitored the E2 oil temperature and observed a gradual rise. Once the oil temperature entered the red (high) range; the new Captain maintained his role as the pilot flying and requested that I perform the engine high oil temperature (NAP-29).We notified ZZZ Center of the abnormal oil temperature and requested a level-off at 12;000 feet to complete the appropriate QRH checklist. Despite following the steps in NAP-29; the oil temperature continued to increase. We proceeded to the engine failure / shutdown QRH; as directed. The E2 oil temperature reached 142°C; and the oil quantity decreased from 10 quarts (on the after-start check) to 6 quarts. We continued to monitor the situation; cross-checking all relevant readings and maintaining communication to ensure effective threat management and risk mitigation.After considering all factors; we made the decision to shut down engine #2 as a precautionary measure to prevent further damage; following QRH instructions. Once the engine was shut down; we continued to manage the situation using CRM and TEM (threat and error management) principles learned during training.AVIATE: We determined to manage the workload by having new Captain to continue as the pilot flying; which I would maintain the role of pilot monitoring to maintain greater situational awareness. With his assistance; I was able to effectively manage the emergency by coordinating tasks and responsibilities; as needed. We [Advised ATC] with ZZZ Center and requested radar vectors to return to the nearest suitable airport.NAVIGATE: Given the short duration of the flight and the limited number of airports with adequate emergency services; we determined that ZZZ would be the most appropriate destination. Once ZZZ Approach provided vectors toward our selected airport; we commenced a gradual descent for our airport return. The new Captain maintained good automation management with use of the autopilot and keep me in the loop regarding change FMS inputs. We requested delayed radar vectors to allow time necessary for setup for the approach (including weather information; FMS programming; tuning ILS approaches; and coordination of emergency resources at the airport). Initially; we planned to land on runway XXL; but after further consideration; ZZZ approach request a change for runway XY. We were able accommodate their request based on the runway conditions being better and the stable state of our aircraft; at that time. This change required a hold at the waypoint ZZZZZ1; allowing us additional time to adjust and successfully prepare for an ILS XY approach. We also consider this runway option because we were several hundred pounds over the aircraft maximum landing weight.COMMUNICATE: I encouraged the new to be vocal and involved in the planning and decision-making process to mitigate and manage possible threats or errors to create an undesired aircraft. With the aircraft stabilized and heading in the correct direction; we communicated effectively with the necessary parties to ensure a safe return. The new Captain communicated with ATC to inform them of our situation and received vectoring instruction for airborne traffic avoidance. I coordinated with dispatch to relay the aircraft's status and decision to shut down the engine. Dispatch worked with the maintenance team to prepare for our return and notified our company at ZZZ to ensure proper resources were available for our arrival. I also communicated with the flight attendant; providing an special pedicures briefing to prepare passengers for the 'normal' emergency landing. She proficiently performed her cabin safety duties to keep our passengers reassured; safe; and secure.After completing the necessary briefings and checklists for the One Engine Inoperative Approach and Landing Procedure and the Overweight Landing Procedure ; I received flight controls from the new Captain in order to successfully landed the aircraft on runway XY. At the appropriate time and speed; I transferred the flight controls back to the new Captain for him to safely bring the aircraft to a stop on the runway. After coming to a complete stop; the aircraft rescue and firefighting team conducted a material inspection for potential damage. We complete our own internal assessment of the aircraft. Following a good report from ARFF command chief; we received clearance and taxied to the terminal under our own aircraft power with an escort.Upon arrival at gate; we were met by the base chief pilot; maintenance technicians; and customer service to assist with the crew and passengers handling. I conducted a thorough debrief with the crew; commending their excellent performance during this challenging situation. Additionally; I completed debrief with the duty manager and filed maintenance discrepancies for the engine shutdown and overweight landing.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.