B757 flight crew experiences a steady oil loss from the right engine during an oceanic crossing. The crew elects to return to the departure airport and lands prior to oil depletion. The aircraft had a history of oil leaks from this engine.
Synopsis
B757 flight crew experiences a steady oil loss from the right engine during an oceanic crossing. The crew elects to return to the departure airport and lands prior to oil depletion. The aircraft had a history of oil leaks from this engine.
Narrative
Our layover was extended due to the fact that the inbound aircraft had an in flight engine shutdown due to low oil quantity and low oil pressure. Mechanics were flown in to work on the aircraft overnight. We were told the aircraft would be ready the following morning and we would fly the aircraft out. During the preflight we noted that both engines had 22 quarts of oil. We had normal takeoff and climb to FL350. During the initial cruise portion of the flight we noted that both engine oil quantities had stabilized at about 12 quarts. As the flight progressed we noticed the right engine oil quantity beginning to decrease. It slowly went from 12 to 10 to 9 to 8 to 6 quarts. At this point the Captain and I became concerned about the oil loss and decided the safest action would be to return to the departure airport. The communications with Dispatch and Maintenance Control were very difficult through commercial radio. We ended up relaying most of our information through a company flight that could use their ACARS. As we returned to the airport the oil quantity in the right engine continued to decrease to 4 quarts. We had all available checklists out and were prepared for an engine shutdown if necessary. We did not declare and emergency and discussed continuing to another airport for passenger convenience. As the oil quantity continued to decrease we decided our departure airport would be a better decision. The right engine oil pressure and temperature remained steady and we did not shut down an engine. We had an uneventful approach and landing into our departure airport. After landing and shutdown we noted the right engine had 13 quarts of oil remaining. In the course of about two and a half hours of flight we had lost over 9 quarts of oil. We had a Company engine specialist on our flight. He told us that this engine had a long history of problems with it. I don't feel the proper maintenance was done on this engine. Also communication with Dispatch and Maintenance were very difficult; almost impossible via HF phone patch. We were then instructed to deadhead home on the next flight.
Second reporter narrative
Approximately 1 hour and 20 minutes into the flight we made a decision to make a precautionary diversion because the #2 engine oil quantity was steadily decreasing. I initially planned on an airport which had better maintenance and customer service however because of the rate of oil loss the diversion airport was changed to our departure airport. The previous flight on this aircraft the #2 engine had been shut down approximately 50 minutes outside of our departure airport because of low engine oil quantity and pressure EICAS message. I was briefed regarding these details by the Captain of that flight. We acquired a clearance for return and contacted Dispatch/Maintenance. The HF phone patch to Dispatch/Maintenance was dropped twice and communication was marginal at best. Another flight relayed info for us. An overweight landing was beautifully executed by the First Officer. Max gross landing weight is 198;000 LBS; we landed at 202;000 LBS. Upon inspection of the #2 engine there was an alarming amount of burned and caked on oil residue on the engine exhaust area. Nine quarts of oil had been lost during the flight. Engine oil quantity at pushback was 22 quarts and 13 quarts remained at block-in. At that rate; the engine would have had to have been shut down well before reaching a destination had we continued though our ETP. I was told by an engine tech that this engine had a history. Considering the fact that maintenance has not been able to isolate the defect on this engine; I would have refused the airplane if asked to ferry it.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.