Narrative:

All operations were normal until shortly after top of climb. We recorded right engine oil quantity as TOC = 15 quarts, XA47Z 15 quarts, XB08Z 14 quarts, XB20Z 13 quarts, XB23Z 12 quarts, and XB27Z 11 quarts. During this initial loss, I summoned relief pilot to the cockpit as well as deadheading captain. Deadheading captain is a B767 type check airman and had introduced himself and offered his services prior to departure. We all discussed the situation as it developed and agreed that the indications most probably reflected an actual loss of oil. I made the air abort decision. Cockpit duties were assigned and a clearance was requested for the reversal to hnl. Rather than continuing eastbound while awaiting clearance, I elected to declare an emergency and begin the course reversal using the published in-flight contingency procedure. After consideration, the right engine was reduced to idle in an effort to conserve remaining oil. We received route clearance and clearance down to a single engine appropriate altitude. The oil quantity continued to decrease. The safest course of action would be to assure both engines available during the approach and landing phase. I, therefore, elected to shut the engine down with about 4 quarts remaining. The engine was shut down at about XC00Z. During the above process, we were in contact with dispatch and exchanged all appropriate information. Cabin crew coordination was ongoing and the passenger were informed of the maintenance divert. Hnl was the nearest suitable airport in point of time and the safest choice of destination due to considerations of runway length, crash fire rescue equipment and emergency capabilities -- and much greater crew familiarity with the operating environment. We briefed and reviewed all appropriate checklists and considerations. Crash fire rescue equipment was coordinated. Approaching the hnl terminal area, the engine was restarted and operated at idle. The engine was restarted at about XD25Z. Oil quantity eventually went to zero, but temperature remained normal. The approach was performed using single engine procedures and was completed without incident. Touchdown was at about 300000 pounds and was smooth. After parking, we noted that the engine was producing a small amount of smoke. Passenger were expeditiously exited via the jetbridge. Mechanics indicated that the problem appeared to be a rear seal failure. Given the situation, all went remarkably well.

Related reports:

Google
 

Original NASA ASRS Text

Title: B767-300ER FLC DECLARES EMER AND DIVERTS TO HNL DUE TO ENG OIL LOSS WHEN ENRTE FROM PHOG TO DFW.

Narrative: ALL OPS WERE NORMAL UNTIL SHORTLY AFTER TOP OF CLB. WE RECORDED R ENG OIL QUANTITY AS TOC = 15 QUARTS, XA47Z 15 QUARTS, XB08Z 14 QUARTS, XB20Z 13 QUARTS, XB23Z 12 QUARTS, AND XB27Z 11 QUARTS. DURING THIS INITIAL LOSS, I SUMMONED RELIEF PLT TO THE COCKPIT AS WELL AS DEADHEADING CAPT. DEADHEADING CAPT IS A B767 TYPE CHK AIRMAN AND HAD INTRODUCED HIMSELF AND OFFERED HIS SVCS PRIOR TO DEP. WE ALL DISCUSSED THE SIT AS IT DEVELOPED AND AGREED THAT THE INDICATIONS MOST PROBABLY REFLECTED AN ACTUAL LOSS OF OIL. I MADE THE AIR ABORT DECISION. COCKPIT DUTIES WERE ASSIGNED AND A CLRNC WAS REQUESTED FOR THE REVERSAL TO HNL. RATHER THAN CONTINUING EBOUND WHILE AWAITING CLRNC, I ELECTED TO DECLARE AN EMER AND BEGIN THE COURSE REVERSAL USING THE PUBLISHED INFLT CONTINGENCY PROC. AFTER CONSIDERATION, THE R ENG WAS REDUCED TO IDLE IN AN EFFORT TO CONSERVE REMAINING OIL. WE RECEIVED RTE CLRNC AND CLRNC DOWN TO A SINGLE ENG APPROPRIATE ALT. THE OIL QUANTITY CONTINUED TO DECREASE. THE SAFEST COURSE OF ACTION WOULD BE TO ASSURE BOTH ENGS AVAILABLE DURING THE APCH AND LNDG PHASE. I, THEREFORE, ELECTED TO SHUT THE ENG DOWN WITH ABOUT 4 QUARTS REMAINING. THE ENG WAS SHUT DOWN AT ABOUT XC00Z. DURING THE ABOVE PROCESS, WE WERE IN CONTACT WITH DISPATCH AND EXCHANGED ALL APPROPRIATE INFO. CABIN CREW COORD WAS ONGOING AND THE PAX WERE INFORMED OF THE MAINT DIVERT. HNL WAS THE NEAREST SUITABLE ARPT IN POINT OF TIME AND THE SAFEST CHOICE OF DEST DUE TO CONSIDERATIONS OF RWY LENGTH, CFR AND EMER CAPABILITIES -- AND MUCH GREATER CREW FAMILIARITY WITH THE OPERATING ENVIRONMENT. WE BRIEFED AND REVIEWED ALL APPROPRIATE CHKLISTS AND CONSIDERATIONS. CFR WAS COORDINATED. APCHING THE HNL TERMINAL AREA, THE ENG WAS RESTARTED AND OPERATED AT IDLE. THE ENG WAS RESTARTED AT ABOUT XD25Z. OIL QUANTITY EVENTUALLY WENT TO ZERO, BUT TEMP REMAINED NORMAL. THE APCH WAS PERFORMED USING SINGLE ENG PROCS AND WAS COMPLETED WITHOUT INCIDENT. TOUCHDOWN WAS AT ABOUT 300000 LBS AND WAS SMOOTH. AFTER PARKING, WE NOTED THAT THE ENG WAS PRODUCING A SMALL AMOUNT OF SMOKE. PAX WERE EXPEDITIOUSLY EXITED VIA THE JETBRIDGE. MECHS INDICATED THAT THE PROB APPEARED TO BE A REAR SEAL FAILURE. GIVEN THE SIT, ALL WENT REMARKABLY WELL.

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.