Loss of oil quantity and pressure results in B757-200 diversion.

Attributes
ACN	724719
Time
Date	200701
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	msl single value : 40000
Aircraft 1
Controlling Facilities	artcc : zzz.artcc
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	cruise : level
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 100 flight time total : 9200 flight time type : 4
ASRS Report	724719
Person 2
Affiliation	company : air carrier
Function	flight crew : captain observation : company check pilot oversight : pic
Experience	flight time last 90 days : 240 flight time total : 15000 flight time type : 3232
ASRS Report	724481
Events
Anomaly	aircraft equipment problem : critical
Independent Detector	aircraft equipment other aircraft equipment : oil qty gauge other flight crewa other flight crewb
Resolutory Action	flight crew : declared emergency flight crew : landed in emergency condition
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

Approximately 240 NM east of ZZZ; while on course; I noted that the oil quantity for the left engine was reading zero. All other engine parameters were normal and mirrored the readings of the right engine. The left engine oil pressure was observed to read 189 psi. The captain instructed me to send an ACARS message to maintenance control concerning our observation; I did. We received a reply from maintenance control stating to: watch the oil temperature and pressure; make sure they remain normal. Quantity is most often an indicator problem. Engine has not been using oil. Do not see anything in recent history. Enter a gripe for maintenance so we can check it out. We did as requested. The captain checked and shared the flight manual verbiage. It read: in-flight; sufficient oil is available to continue operating the engine even if oil quantity reads zero. However; exceeding the low oil pressure red line limit requires engine shutdown. We continued to observe the oil pressure and were prepared if necessary to shut the engine down. We discussed using ZZZ as possible divert station since it was familiar to both of us. It was straight ahead and the WX was clear. About this time we noted that the oil pressure on the left engine was beginning to decrease slowly. It was consistently decreasing. It was apparent to both of us that a divert was now necessary. Captain asked ATC for a descent clearance to ZZZ due to an oil pressure problem. The captain assumed the PF duties and began a normal descent. I reprogrammed the FMC for a ZZZ destination; got the ATIS; and began setting the cockpit up for an ILS approach to ZZZ. The captain started the APU. During the descent it became necessary to shut the engine down because the oil pressure was approaching the red line. Using the FM procedure the left engine was secured. An emergency was declared with ATC. Touchdown occurred at approximately 1200 ft from the end of the runway. We were cleared to our terminal. Ramp cleared us to our gate; the fire equipment followed us to our gate.

Original NASA ASRS Text

Title: LOSS OF OIL QUANTITY AND PRESSURE RESULTS IN B757-200 DIVERSION.

Narrative: APPROX 240 NM E OF ZZZ; WHILE ON COURSE; I NOTED THAT THE OIL QUANTITY FOR THE L ENG WAS READING ZERO. ALL OTHER ENG PARAMETERS WERE NORMAL AND MIRRORED THE READINGS OF THE R ENG. THE L ENG OIL PRESSURE WAS OBSERVED TO READ 189 PSI. THE CAPT INSTRUCTED ME TO SEND AN ACARS MESSAGE TO MAINT CTL CONCERNING OUR OBSERVATION; I DID. WE RECEIVED A REPLY FROM MAINT CTL STATING TO: WATCH THE OIL TEMP AND PRESSURE; MAKE SURE THEY REMAIN NORMAL. QUANTITY IS MOST OFTEN AN INDICATOR PROB. ENG HAS NOT BEEN USING OIL. DO NOT SEE ANYTHING IN RECENT HISTORY. ENTER A GRIPE FOR MAINT SO WE CAN CHK IT OUT. WE DID AS REQUESTED. THE CAPT CHKED AND SHARED THE FLT MANUAL VERBIAGE. IT READ: INFLT; SUFFICIENT OIL IS AVAILABLE TO CONTINUE OPERATING THE ENG EVEN IF OIL QUANTITY READS ZERO. HOWEVER; EXCEEDING THE LOW OIL PRESSURE RED LINE LIMIT REQUIRES ENG SHUTDOWN. WE CONTINUED TO OBSERVE THE OIL PRESSURE AND WERE PREPARED IF NECESSARY TO SHUT THE ENG DOWN. WE DISCUSSED USING ZZZ AS POSSIBLE DIVERT STATION SINCE IT WAS FAMILIAR TO BOTH OF US. IT WAS STRAIGHT AHEAD AND THE WX WAS CLR. ABOUT THIS TIME WE NOTED THAT THE OIL PRESSURE ON THE L ENG WAS BEGINNING TO DECREASE SLOWLY. IT WAS CONSISTENTLY DECREASING. IT WAS APPARENT TO BOTH OF US THAT A DIVERT WAS NOW NECESSARY. CAPT ASKED ATC FOR A DSCNT CLRNC TO ZZZ DUE TO AN OIL PRESSURE PROB. THE CAPT ASSUMED THE PF DUTIES AND BEGAN A NORMAL DSCNT. I REPROGRAMMED THE FMC FOR A ZZZ DEST; GOT THE ATIS; AND BEGAN SETTING THE COCKPIT UP FOR AN ILS APCH TO ZZZ. THE CAPT STARTED THE APU. DURING THE DSCNT IT BECAME NECESSARY TO SHUT THE ENG DOWN BECAUSE THE OIL PRESSURE WAS APCHING THE RED LINE. USING THE FM PROC THE L ENG WAS SECURED. AN EMER WAS DECLARED WITH ATC. TOUCHDOWN OCCURRED AT APPROX 1200 FT FROM THE END OF THE RWY. WE WERE CLRED TO OUR TERMINAL. RAMP CLRED US TO OUR GATE; THE FIRE EQUIP FOLLOWED US TO OUR GATE.

Data retrieved from NASA's ASRS site as of January 2009 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.