Low oil pressure on #2 engine and subsequent shutdown. After consulting with reporter's company, it was decided to go to jfk because no fuel dumping would be necessary and apparently it was their destination. WX was good at both bgr and bos if the flight crew needed to land sooner.

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Attributes
ACN	330362
Time
Date	199603
Day	Sun
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : czqm
State Reference	NB
Altitude	msl bound lower : 33000 msl bound upper : 33000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : czqm artcc : zny
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 225 flight time total : 10000 flight time type : 4500
ASRS Report	330362
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : declared emergency none taken : unable
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

Approximately over ysj, canada, engine #2 low oil pressure light illuminated on pilot's annunciator panel. So's oil pressure gauge showed no oil pressure. I requested a lower altitude (FL220) and vectors direct to boston, and declared an emergency, stating our condition. The #2 engine was shut down according to the pilot's operating manual's engine failure/shutdown checklist. We called flight control, stated our condition, and we (crew and flight control) agreed jfk better to go to. I had overflown jfk heading north. WX there completely clear. I was more familiar with jfk, than bgr or bos, runway 31R was the longest of bgr, bos, the approach less congested, and the maximum runway landing weight runway 31R jfk, required no fuel dumping. If the situation dictated any further emergencys, I could have landed at bgr, or bos in route direct to jfk. Both bgr and bos had good WX, so I, we, decided to divert to jfk.

Original NASA ASRS Text

Title: LOW OIL PRESSURE ON #2 ENG AND SUBSEQUENT SHUTDOWN. AFTER CONSULTING WITH RPTR'S COMPANY, IT WAS DECIDED TO GO TO JFK BECAUSE NO FUEL DUMPING WOULD BE NECESSARY AND APPARENTLY IT WAS THEIR DEST. WX WAS GOOD AT BOTH BGR AND BOS IF THE FLC NEEDED TO LAND SOONER.

Narrative: APPROX OVER YSJ, CANADA, ENG #2 LOW OIL PRESSURE LIGHT ILLUMINATED ON PLT'S ANNUNCIATOR PANEL. SO'S OIL PRESSURE GAUGE SHOWED NO OIL PRESSURE. I REQUESTED A LOWER ALT (FL220) AND VECTORS DIRECT TO BOSTON, AND DECLARED AN EMER, STATING OUR CONDITION. THE #2 ENG WAS SHUT DOWN ACCORDING TO THE PLT'S OPERATING MANUAL'S ENG FAILURE/SHUTDOWN CHKLIST. WE CALLED FLT CTL, STATED OUR CONDITION, AND WE (CREW AND FLT CTL) AGREED JFK BETTER TO GO TO. I HAD OVERFLOWN JFK HDG N. WX THERE COMPLETELY CLR. I WAS MORE FAMILIAR WITH JFK, THAN BGR OR BOS, RWY 31R WAS THE LONGEST OF BGR, BOS, THE APCH LESS CONGESTED, AND THE MAX RWY LNDG WT RWY 31R JFK, REQUIRED NO FUEL DUMPING. IF THE SIT DICTATED ANY FURTHER EMERS, I COULD HAVE LANDED AT BGR, OR BOS IN RTE DIRECT TO JFK. BOTH BGR AND BOS HAD GOOD WX, SO I, WE, DECIDED TO DIVERT TO JFK.

Data retrieved from NASA's ASRS site as of July 2007 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.