Narrative:

Climbing through fl 280; the #1 engine oil quantity dropped to 0%. A short time later; the #1 engine oil pressure reading dropped; turned red; and stabilized around 7 psi. Moments later; the #1 engine low oil pressure annunciator illuminated. The first officer (first officer) remained pilot flying; while I; as captain; performed the QRH (quick reference handbook) checklist. The #1 engine was shutdown per the QRH. I then contacted center; [requested priority handling]; stated our situation; and requested a divert direct to ZZZ. We were given clearance direct to the airport and descent to lower altitude. I contacted dispatch via ACARS (automatic communications addressing and reporting system) to inform of our engine shutdown; [priority handling by ATC]; and divert to ZZZ. I contacted the flight attendants to have them secure the cabin for landing in 20 minutes. I informed the passengers of our situation and divert. The remainder of the flight involved preparing for our single-engine landing; including QRH checklists; briefings; obtaining weather; landing performance and brake cooling data due to the overweight landing. I requested arff (aircraft rescue and fire fighting) meet us following a full-stop on the runway to ensure the safety of further taxi. I; as captain; assumed pilot flying duties 20 miles from landing. Approach cleared us for a visual approach to runway xx; and tower cleared us to land. After stopping; arff inspected the aircraft; reporting no issues. We obtained clearance and taxied uneventfully to the gate. I wrote the discrepancy in the logbook; and left the aircraft with our local maintenance personnel. Despite [requesting priority handling]; I felt no need to exercise emergency authority. However; we did land intentionally overweight. The landing performance and brake cooling data supported that decision.

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Original NASA ASRS Text

Title: B737 Captain reported that during climb; #1 engine oil quantity dropped to zero; followed by loss of oil pressure; requiring an inflight shutdown of the #1 engine and diversion with priority handling.

Narrative: Climbing through FL 280; the #1 engine oil quantity dropped to 0%. A short time later; the #1 engine oil pressure reading dropped; turned red; and stabilized around 7 psi. Moments later; the #1 engine low oil pressure annunciator illuminated. The F/O (First Officer) remained Pilot Flying; while I; as Captain; performed the QRH (Quick Reference Handbook) Checklist. The #1 engine was shutdown per the QRH. I then contacted Center; [requested priority handling]; stated our situation; and requested a divert direct to ZZZ. We were given clearance direct to the airport and descent to lower altitude. I contacted Dispatch via ACARS (Automatic Communications Addressing and Reporting System) to inform of our engine shutdown; [priority handling by ATC]; and divert to ZZZ. I contacted the flight attendants to have them secure the cabin for landing in 20 minutes. I informed the passengers of our situation and divert. The remainder of the flight involved preparing for our single-engine landing; including QRH Checklists; briefings; obtaining weather; landing performance and brake cooling data due to the overweight landing. I requested ARFF (Aircraft Rescue and Fire Fighting) meet us following a full-stop on the runway to ensure the safety of further taxi. I; as Captain; assumed pilot flying duties 20 miles from landing. Approach cleared us for a visual approach to Runway XX; and Tower cleared us to land. After stopping; ARFF inspected the aircraft; reporting no issues. We obtained clearance and taxied uneventfully to the gate. I wrote the discrepancy in the logbook; and left the aircraft with our local Maintenance Personnel. Despite [requesting priority handling]; I felt no need to exercise emergency authority. However; we did land intentionally overweight. The landing performance and brake cooling data supported that decision.

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.