Narrative:

I was in the bunk when I was called up to the cockpit. We were about midway. We had received an ACARS from maintenance (mx) control asking us to pull the #3 engine back to flight idle and leave it there for the remainder of the flight; due to excessive oil consumption (it was down to 8 quarts when I got to the cockpit). We did not have any messages or indications of an engine problem until the ACARS from mx control.we sent a controller pilot data link communication (cpdlc) message to ATC telling them we needed fl 310 due to an engine problem. They said no due to traffic. We sent another telling them we could offset and we needed lower. They asked us if we wanted to emergency [handling]. We [replied affirmative]; offset R15 NM and descended to FL310. ATC acknowledged and approved. They climbed the aircraft behind us to FL330; and then approved us to go back on track at FL310.soon after this; we told ATC that our emergency situation was over; and that we planned to fly to and land at on three engines. We also kept in contact with the aircraft that was close behind us to coordinate with them for safety; on 123.45.at flight idle; the #3 engine showed normal indications. We left it in flight idle the remainder of the flight; and continually balanced the fuel in all tanks. I decided to land using a 3 engine CAT I autoland. We discussed if we had to go around; we would do a four engine go-around. We landed using flaps 25; autobrakes 3 and full reverse on the #1 and #4 engines. The remainder of the flight; landing; and taxi in were uneventful. We burned about 4.0 tonnes more than flight plan by the end of the leg.I wrote up the #3 engine; and noted that this was the sixth write up in recent legs of excessive oil consumption on this engine.I felt that the crew coordination; suggestions and actions from the three of us cockpit crew were good. I think everyone contributed; and we were all on the same page.

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Original NASA ASRS Text

Title: B747 flight crew managed an engine that was losing oil. They were able to keep the engine running at idle and conduct a safe landing.

Narrative: I was in the bunk when I was called up to the cockpit. We were about midway. We had received an ACARS from Maintenance (MX) Control asking us to pull the #3 engine back to flight idle and leave it there for the remainder of the flight; due to excessive oil consumption (it was down to 8 quarts when I got to the cockpit). We did not have any messages or indications of an engine problem until the ACARS from MX Control.We sent a Controller Pilot Data Link Communication (CPDLC) message to ATC telling them we needed FL 310 due to an engine problem. They said no due to traffic. We sent another telling them we could offset and we needed lower. They asked us if we wanted to emergency [handling]. We [replied affirmative]; offset R15 NM and descended to FL310. ATC acknowledged and approved. They climbed the aircraft behind us to FL330; and then approved us to go back on track at FL310.Soon after this; we told ATC that our emergency situation was over; and that we planned to fly to and land at on three engines. We also kept in contact with the aircraft that was close behind us to coordinate with them for safety; on 123.45.At Flight Idle; the #3 engine showed normal indications. We left it in Flight Idle the remainder of the flight; and continually balanced the fuel in all tanks. I decided to land using a 3 engine CAT I autoland. We discussed if we had to go around; we would do a four engine go-around. We landed using Flaps 25; Autobrakes 3 and full reverse on the #1 and #4 engines. The remainder of the flight; landing; and taxi in were uneventful. We burned about 4.0 tonnes more than flight plan by the end of the leg.I wrote up the #3 engine; and noted that this was the SIXTH write up in recent legs of excessive oil consumption on this engine.I felt that the crew coordination; suggestions and actions from the three of us Cockpit Crew were good. I think everyone contributed; and we were all on the same page.

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.