Air carrier flight crew reported hydraulic system failure followed by an engine shutdown due to low oil pressure. Crew workload was increased when the autopilot failed.
Synopsis
Air carrier flight crew reported hydraulic system failure followed by an engine shutdown due to low oil pressure. Crew workload was increased when the autopilot failed.
Narrative
I was the PM (pilot monitoring) on the ZZZZ to ZZZ flight and was scheduled for third break. I came back up to the flight deck approximately 1 hour prior to landing and saw that we had suffered a left hydraulic system failure while I was on break; with associated fluid loss and EICAS indications. The Captain briefed me on the malfunction and every other indication was stable with no apparent fluid or pressure loss from the center and right systems. I reviewed the associated hydraulic checklists; including the checklist for MEL XXXXX as we were flying with that MEL. There were quite a few non-standard actions to take during descent and landing and we discussed this as a crew. We briefed the approach; completed the descent/deferred items and commenced the descent. We started the APU; as required by XXXXX once the TAT (total air temperature) stabilized above +10C and configured the associated bleed valves. A bit past ZZZZZ; as we descended past 7;000' or 8;000'; with both engines at/near idle power; both the relief officer and I first noticed the left engine oil quantity was at zero; the left oil pressure had gone below the red line limit and the L ENG OIL PRESSURE light was flickering. Thereafter; we got the associated EICAS indications of left engine low oil pressure. Thereafter Captain asked for the checklist(s); the relief officer and I opened the FM (Flight Manual); the relief officer called out the steps and I and the Captain actioned the items; including shutting down the left engine; which we were very careful and deliberate to verify and shutdown the malfunctioning (left) engine. As the relief officer accomplished the other items (landing distance; reading the rest of the checklist; etc.); I requested priority handling with ZZZ Approach. Approach gave us latitude to fly any airspeed required; the relief officer quickly briefed the FAs (flight attendants) on the situation and that evacuation was not expected. We slowed on downwind above the undercast at 3;000' and began to configure with flaps 1; then 5 on crosswind. The right autopilot began to fail and the Captain ended up hand flying the base and final approach. Approach gave us clearance for ILS XXR; we descended into the weather; breaking in and out of ragged bases around 2;000'; intercepted the ILS course and GP. We configured gear down; flaps 20 for landing; slowed to F20 REF+5 and I switched to Tower; initially mis-selecting XXX.X vs. XXY.X. After getting on the correct frequency and obtaining landing clearance; I performed the before landing/ deferred checklist items and we landed; exiting at Taxiway 1 and came to a stop while fire/rescue checked us over; saw the leaking oil and hydraulic fluid and sprayed down the brakes; which had reached 5 and 6 on the left truck. We shut down and were towed in as our assigned gate XX required a two engine taxi-in.
Second reporter narrative
On the descent into ZZZ I noticed the left oil qty was reading 0. As I called it out the oil pressure indicator went into the red. We ran the non-normal for L oil pressure which led us to the engine shutdown checklist. We shut down the left engine per the checklist and landed normally.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.