Narrative:

Approximately 300 plus miles west of zzzzz [intersection]; experienced total loss of oil quantity on left engine. Shortly thereafter; observed fluctuating and declining oil pressure. Oil pressure eventually declined into yellow caution zone; followed by EICAS alert. Pulled left engine throttle to idle. Coordinated with ATC for a return to . Once approved; we departed the track to the north; then proceeded direct to ZZZ; [notified ATC of the situation]; announced [intentions] on guard and common freqs; and descended from FL310 to FL260. Continued as flying pilot; while captain and international relief officer (international relief officer); initiated QRH checklists; coordinated plan of action with ATC and flight attendants. Ran the fuel dump; loss of oil quantity; engine shutdown checklists. Continued a slow descent from FL260 to 10;000 feet to help burn off more fuel as we approached a couple hundred miles out of ZZZ. Transferred aircraft control to captain and assumed pilot monitoring (pm) duties. Set up for a single engine approach; 20 flaps; runway 8L; and briefed contingencies; (go around; hot brakes; etc). Landed heavyweight at 368 [K] lbs; speed 171 ref plus 5kts as target. Used autobrakes 4; transitioning to manual brakes for complete stop. Turned off runway; chocked tires; and noted warm brakes on 3 tires of the right truck. Caution zone reached with levels above 6.0 on the right truck. Advised fire squad on scene of possibility of fuse plug melt and they assisted with fans to cool the tires. Eventually; tires cooled below 5.0; and maintenance was permitted to approach aircraft with tug and we then were towed into gate. Textbook simulator profile; with fairly controlled pacing; step by step prioritization of tasks; accompanied by a safe and uneventful landing. Our most significant threat and distraction was trying to obtain assistance inflight from company. Extremely difficult in reaching dispatch via satcom; for follow on coordination with maintenance. Was placed on hold; music in background; and we were cutoff at one point. Comm was very inadequate and inaccessible. We were left with the impression that there was little sense of urgency or prioritization of our situation. We found inflight company guidance and/or assistance nearly absent; useful or relevant.

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Original NASA ASRS Text

Title: The flight crew of a 767 aircraft reported a total loss of oil quantity; followed by a loss of oil pressure on one engine. The QRH checklist directed them to shut down the engine; resulting in a return to the departure airport. A successful overweight landing was accomplished.

Narrative: Approximately 300 plus miles west of ZZZZZ [intersection]; experienced total loss of oil quantity on left engine. Shortly thereafter; observed fluctuating and declining oil pressure. Oil pressure eventually declined into yellow caution zone; followed by EICAS alert. Pulled left engine throttle to idle. Coordinated with ATC for a return to . Once approved; we departed the track to the North; then proceeded direct to ZZZ; [notified ATC of the situation]; announced [intentions] on guard and common freqs; and descended from FL310 to FL260. Continued as flying pilot; while Captain and International Relief Officer (IRO); initiated QRH checklists; coordinated plan of action with ATC and Flight Attendants. Ran the fuel dump; loss of oil quantity; engine shutdown checklists. Continued a slow descent from FL260 to 10;000 feet to help burn off more fuel as we approached a couple hundred miles out of ZZZ. Transferred aircraft control to Captain and assumed Pilot Monitoring (PM) duties. Set up for a single engine approach; 20 Flaps; runway 8L; and briefed contingencies; (go around; hot brakes; etc). Landed heavyweight at 368 [K] lbs; speed 171 ref plus 5kts as target. Used Autobrakes 4; transitioning to manual brakes for complete stop. Turned off runway; chocked tires; and noted warm brakes on 3 tires of the right truck. Caution zone reached with levels above 6.0 on the right truck. Advised Fire squad on scene of possibility of fuse plug melt and they assisted with fans to cool the tires. Eventually; tires cooled below 5.0; and maintenance was permitted to approach aircraft with tug and we then were towed into gate. Textbook simulator profile; with fairly controlled pacing; step by step prioritization of tasks; accompanied by a safe and uneventful landing. Our most significant threat and distraction was trying to obtain assistance inflight from company. Extremely difficult in reaching Dispatch via SATCOM; for follow on coordination with maintenance. Was placed on hold; music in background; and we were cutoff at one point. Comm was very inadequate and inaccessible. We were left with the impression that there was little sense of urgency or prioritization of our situation. We found inflight company guidance and/or assistance nearly absent; useful or relevant.

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.