Narrative:

While in cruise at FL360; I observed that the oil pressure on the left engine had dropped. The oil pressure indicator dropped into the amber range as I advised the captain. The oil pressure continued to decrease as we referenced the QRH. We verified the oil quantity and confirmed that the loss in oil pressure was likely due the loss of oil quantity. The oil quantity was indicating 3 quarts by that point. We decided to perform a precautionary engine shutdown and completed the procedure as per the QRH. I advanced the right engine thrust to the detent. The QRH instructed cont thrust; however I left the thrust setting in crz per the captain's request in an effort to avoid any damage to the remaining engine during our diversion. We were high enough we did not need extra thrust to make it to a suitable airport. The captain declared an emergency and we were cleared to descend to FL250 at pilot's discretion. I commenced driftdown procedures per the QRH while the captain queried ATC for nearest airports and accompanying weather. Three airports were presented as options. One was behind us but was in or near a very large convective system. Another was ahead of us; on our route; and reported as clear by another aircraft on frequency so we considered that airport and ATC advised that the third was closer though; and also ahead of us; although thunderstorms had been reported in the vicinity. We did not; however; observe any buildups in the area so the captain determined that the precipitation in the vicinity was not severe enough to warrant continuing to the further alternate and elected to divert to the one suggested by ATC. After the captain loaded the ILS approach into the FMS he assumed control of the aircraft and I continued with the remaining QRH items. ATC cleared us for the approach and we performed the approach and landing without further incident. We were able to comply with all ATC clearances/restrictions throughout the incident and made a successful landing. No evacuation was required and we were able to taxi to the ramp under our own power. No external damage was observed upon post flight inspection. The precautionary engine shutdown in cruise was a significant threat to the flight. Poor ATC communication as a result of the controller's weak english contributed as a threat to the flight by increasing the workload required to determine a suitable destination.

Related reports:

Google
 

Original NASA ASRS Text

Title: An EMB-145 flight crew; after completing an inflight shut down of the right engine following a loss of oil quantity and pressure; diverted to and landed safely at the nearest suitable airport.

Narrative: While in cruise at FL360; I observed that the oil pressure on the left engine had dropped. The oil pressure indicator dropped into the amber range as I advised the Captain. The oil pressure continued to decrease as we referenced the QRH. We verified the oil quantity and confirmed that the loss in oil pressure was likely due the loss of oil quantity. The oil quantity was indicating 3 quarts by that point. We decided to perform a precautionary engine shutdown and completed the procedure as per the QRH. I advanced the right engine thrust to the detent. The QRH instructed CONT thrust; however I left the thrust setting in CRZ per the Captain's request in an effort to avoid any damage to the remaining engine during our diversion. We were high enough we did not need extra thrust to make it to a suitable airport. The Captain declared an emergency and we were cleared to descend to FL250 at pilot's discretion. I commenced driftdown procedures per the QRH while the Captain queried ATC for nearest airports and accompanying weather. Three airports were presented as options. One was behind us but was in or near a very large convective system. Another was ahead of us; on our route; and reported as clear by another aircraft on frequency so we considered that airport and ATC advised that the third was closer though; and also ahead of us; although thunderstorms had been reported in the vicinity. We did not; however; observe any buildups in the area so the Captain determined that the precipitation in the vicinity was not severe enough to warrant continuing to the further alternate and elected to divert to the one suggested by ATC. After the Captain loaded the ILS approach into the FMS he assumed control of the aircraft and I continued with the remaining QRH items. ATC cleared us for the approach and we performed the approach and landing without further incident. We were able to comply with all ATC clearances/restrictions throughout the incident and made a successful landing. No evacuation was required and we were able to taxi to the ramp under our own power. No external damage was observed upon post flight inspection. The precautionary engine shutdown in cruise was a significant threat to the flight. Poor ATC communication as a result of the Controller's weak English contributed as a threat to the flight by increasing the workload required to determine a suitable destination.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.