B757 flight crew experienced fluctuating oil pressure and low oil quantity at FL390 approaching destination during an oceanic flight. Engine is shut down and flight continued to destination after considering a slightly closer diversion airport.
Synopsis
B757 flight crew experienced fluctuating oil pressure and low oil quantity at FL390 approaching destination during an oceanic flight. Engine is shut down and flight continued to destination after considering a slightly closer diversion airport.
Narrative
At FL390 flight crew noticed a continuous fluctuation of oil pressure on the right engine between 70 to 85 psi. Oil quantity indicated 0. An amber EICAS message; 'R Eng Oil Press'; annunciated on and off intermittently. Also; the 'R Eng Oil Press' light on the forward panel began to flicker on and off. Flight crew referenced Irregular procedure; Eng Oil Press - L(R); and contacted Dispatch via phone patch. Concurrently flight crew contacted Approach to establish radar contact and advise of situation. The purser was briefed on situation and advised the right engine may be shut down as a precaution. Contact was established with dispatch with conference call to Maintenance. Maintenance advised crew to follow flight manual Irregular Procedure. The current engine parameters of oil pressure now fluctuating into 'RED' required engine shut down. Dispatch and flight crew consulted as to safest and best single engine destination at this point. After consideration was given to the variables it was concluded and mutually agreed to between both Dispatch and the Flight Crew that the safest and best course of action was to continue to current destination. Dispatch informed us that emergency equipment would be standing by. Dispatch advised us that appropriate facilities would be advised of aircraft emergency status and of Dangerous goods; dry ice; on board. Dispatch then signed off HF frequency. The Captain established himself as flying pilot for approach and landing. Radar contact was established with Approach with clearance direct. Flight crew ran and completed Irregular procedure; Eng Oil Press - L(R). Flight Crew ran and completed Irregular Procedure; Engine Failure / Shutdown In Flight. Flight Crew referenced Landing Performance 'Landing Distance Abnormal or Irregular Configuration. ATC cleared flight to a requested lower altitude. The Flight crew established a single engine descent. The Purser was advised that the right engine was shut down as a precaution; a cabin advisory was in order; time remaining; to take their seats early; a normal approach and landing was expected; and that the pilots would make a PA announcement. A single engine approach was briefed by the Captain. The approach descent checklist was completed. The 'Fuel Config' light illuminated indicating fuel imbalance. Irregular procedure was completed to establish fuel cross feed. ATC cleared flight to cross the VOR at or above 8000 feet cleared ILS approach. An uneventful single engine approach and landing was conducted. After landing emergency equipment was advised not needed. A single engine taxi was then made to a normal parking spot.
Second reporter narrative
We were at FL390 when we noticed the R Eng Oil Press Lt on the forward panel as well as the Rt Oil Press indicator on the lower EICAS fluctuating between 70-85 PSI. Also the EICAS R ENG OIL PRESS Lt flickered on and off. The oil quantity indicated zero. The Captain assumed the pilot flying duties. We completed the B757 Engine Oil Pressure checklist; which referred us to the Engine Failure/Shutdown in Flight checklist if the pressure was below the red line limit. As the flight continued the pressure continued to drop into the red limit. We then called on HF for a patch through to Dispatch and got Maintenance on the line. Maintenance suggested to follow the checklist. We called Approach early to get a lower altitude so when we shut the engine down we could drift to the S/E altitude. We then completed the Engine Failure/Shutdown In Flight Checklist. Approach got us on radar and cleared us to FL310 and subsequently to FL200. The discussion for the landing airport ruled out The closest airport for the high terrain close to the airport; shorter runway; and a possible circle to land approach. The destination airport was determined to be the safest choice of landing from our current position. Approach asked if we wanted emergency equipment standing by and we said yes. The Flight Attendants were notified of the situation; did a Cabin Advisory; and were told we would be landing at 35 after the hour. The weather was VFR at destination. The approach was flown with flaps 20 per the checklist and a normal landing was completed. After landing we informed the tower we did not need further assistance and taxied to the gate single-engine.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.