Narrative:

#2 engine oil pressure began fluctuating from 100 psi - 150 psi; with an engine oil low pressure light fluctuating corresponding. The #2 oil quantity indicated 0. Oil temperature was normal (130 degrees); and the engine was running normally. Decided to declare an emergency and divert. Normal approach and landing on runway X. Did not shut down engine until arrival at gate. Engine was smoking at gate due to oil leak on hot section of engine. Supplemental information from acn 795787: though right oil pressure indications were abnormal; the checklist only directs a shutdown or retarding to minimum thrust required when exceeding 'red line limit' or 'lower amber band' respectively. At idle thrust on the ground; the right engine oil quantity increased to 4 quarts. Fire trucks followed us to gate with no exchange of information. I secured the right engine during the normal parking sequence once at the gate. When we opened the cockpit door; after accomplishing the parking checklist; a fire chief was there to greet us. He informed us that the right engine was smoking excessively during taxi-in. Sure wish someone had informed us of this situation. Does the airport fire department have the capability to communicate with the cockpit directly? In ZZZ1 during the planning phase of the flight; we knew work had been done on the right engine related to the oil system. The #4 bearing scavenge line had been replaced due to excessive pressure (200 psi). Also; the #5 bearing cover had been replaced due to high oil consumption.

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Original NASA ASRS Text

Title: A B757-200 FLT CREW NOTICED LOW OIL PRESSURE AND QUANTITY IN THE #2 ENG. THEY DECLARED AN EMERGENCY AND DIVERTED TO THE NEAREST SUITABLE AIRPORT; ELECTING TO KEEP THE AFFECTED ENG RUNNING SINCE THE CHECKLIST DID NOT REQUIRE SHUTDOWN.

Narrative: #2 ENG OIL PRESSURE BEGAN FLUCTUATING FROM 100 PSI - 150 PSI; WITH AN ENG OIL LOW PRESSURE LIGHT FLUCTUATING CORRESPONDING. THE #2 OIL QUANTITY INDICATED 0. OIL TEMP WAS NORMAL (130 DEGS); AND THE ENG WAS RUNNING NORMALLY. DECIDED TO DECLARE AN EMER AND DIVERT. NORMAL APCH AND LNDG ON RWY X. DID NOT SHUT DOWN ENG UNTIL ARR AT GATE. ENG WAS SMOKING AT GATE DUE TO OIL LEAK ON HOT SECTION OF ENG. SUPPLEMENTAL INFO FROM ACN 795787: THOUGH R OIL PRESSURE INDICATIONS WERE ABNORMAL; THE CHKLIST ONLY DIRECTS A SHUTDOWN OR RETARDING TO MINIMUM THRUST REQUIRED WHEN EXCEEDING 'RED LINE LIMIT' OR 'LOWER AMBER BAND' RESPECTIVELY. AT IDLE THRUST ON THE GND; THE R ENG OIL QUANTITY INCREASED TO 4 QUARTS. FIRE TRUCKS FOLLOWED US TO GATE WITH NO EXCHANGE OF INFO. I SECURED THE R ENG DURING THE NORMAL PARKING SEQUENCE ONCE AT THE GATE. WHEN WE OPENED THE COCKPIT DOOR; AFTER ACCOMPLISHING THE PARKING CHKLIST; A FIRE CHIEF WAS THERE TO GREET US. HE INFORMED US THAT THE R ENG WAS SMOKING EXCESSIVELY DURING TAXI-IN. SURE WISH SOMEONE HAD INFORMED US OF THIS SITUATION. DOES THE ARPT FIRE DEPT HAVE THE CAPABILITY TO COMMUNICATE WITH THE COCKPIT DIRECTLY? IN ZZZ1 DURING THE PLANNING PHASE OF THE FLT; WE KNEW WORK HAD BEEN DONE ON THE R ENG RELATED TO THE OIL SYS. THE #4 BEARING SCAVENGE LINE HAD BEEN REPLACED DUE TO EXCESSIVE PRESSURE (200 PSI). ALSO; THE #5 BEARING COVER HAD BEEN REPLACED DUE TO HIGH OIL CONSUMPTION.

Data retrieved from NASA's ASRS site as of May 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.