Narrative:

Normal taxi; takeoff; climb and initial cruise at FL330. Approximately 25-30 mins into the flight; relief pilot left cockpit to start his crew rest. Within 5 mins; first officer brought to my attention a status message for the left engine controller. After a brief discussion; we continued. After another 3-5 mins; I noticed the oil pressure on the left engine fluctuating between 10-21 psi (in the amber band); looked at the oil quantity and saw that it was indicating zero and brought this to the first officer's attention. At this time we were approximately 60 mi south of ZZZ; decided to start a turn back to ZZZ1 with the first officer coordinating with ATC and I called flight attendants to have the relief pilot come to the cockpit. Once the relief pilot returned to the cockpit; we had been cleared direct to VOR to return to ZZZ1. I xferred controls to the first officer so I could contact operations control via satcom and asked the relief pilot to run the engine oil pressure checklist. During my call to operations control; I was patched into maintenance control and described our situation. While discussing our options with operations control; the oil temperature reached redline and the relief pilot and first officer ran the oil temperature checklist and secured the left engine and I informed operations control of the engine being secured and the decision of diverting to ZZZ with an arrival time in approximately 15 mins and declared an emergency with ATC and received a clearance to proceed direct to the OM for the ILS xx at ZZZ and started a descent. The relief pilot pulled the approach charts for ZZZ and I coordination with the flight attendants and made a PA to brief the passenger on the situation. At approximately FL200 I returned to the controls and was brought up to speed on what had been completed and that we were cleared direct to the OM and to 3000 ft. The first officer and relief pilot continued on the 1 engine inoperative approach and landing checklist and were vectored onto the ILS. Between 3000-4000 ft; I disconnected the autoplt to get a feel of how the aircraft was handling and completed an overweight landing (30000 pounds over maximum gross landing weight) with minimum descent rate at touchdown decelerated to taxi speed with between 2000-3000 ft remaining; taxied to the end; cleared the runway and secured the right engine after the after landing checklist. At the end we were inspected by crash fire rescue equipment personnel who reported no damage to the left engine and the brakes were not overheating. We requested a tug and were tugged to the gate without incident. Completed parking checklist and made logbook entries.

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Original NASA ASRS Text

Title: B767-400 DIVERTS TO THE NEAREST SUITABLE ARPT AFTER INFLT SHUTDOWN DUE TO HIGH OIL TEMPERATURE.

Narrative: NORMAL TAXI; TKOF; CLB AND INITIAL CRUISE AT FL330. APPROX 25-30 MINS INTO THE FLT; RELIEF PLT LEFT COCKPIT TO START HIS CREW REST. WITHIN 5 MINS; FO BROUGHT TO MY ATTN A STATUS MESSAGE FOR THE L ENG CONTROLLER. AFTER A BRIEF DISCUSSION; WE CONTINUED. AFTER ANOTHER 3-5 MINS; I NOTICED THE OIL PRESSURE ON THE L ENG FLUCTUATING BTWN 10-21 PSI (IN THE AMBER BAND); LOOKED AT THE OIL QUANTITY AND SAW THAT IT WAS INDICATING ZERO AND BROUGHT THIS TO THE FO'S ATTN. AT THIS TIME WE WERE APPROX 60 MI S OF ZZZ; DECIDED TO START A TURN BACK TO ZZZ1 WITH THE FO COORDINATING WITH ATC AND I CALLED FLT ATTENDANTS TO HAVE THE RELIEF PLT COME TO THE COCKPIT. ONCE THE RELIEF PLT RETURNED TO THE COCKPIT; WE HAD BEEN CLRED DIRECT TO VOR TO RETURN TO ZZZ1. I XFERRED CTLS TO THE FO SO I COULD CONTACT OPS CTL VIA SATCOM AND ASKED THE RELIEF PLT TO RUN THE ENG OIL PRESSURE CHKLIST. DURING MY CALL TO OPS CTL; I WAS PATCHED INTO MAINT CTL AND DESCRIBED OUR SITUATION. WHILE DISCUSSING OUR OPTIONS WITH OPS CTL; THE OIL TEMP REACHED REDLINE AND THE RELIEF PLT AND FO RAN THE OIL TEMP CHKLIST AND SECURED THE L ENG AND I INFORMED OPS CTL OF THE ENG BEING SECURED AND THE DECISION OF DIVERTING TO ZZZ WITH AN ARR TIME IN APPROX 15 MINS AND DECLARED AN EMER WITH ATC AND RECEIVED A CLRNC TO PROCEED DIRECT TO THE OM FOR THE ILS XX AT ZZZ AND STARTED A DSCNT. THE RELIEF PLT PULLED THE APCH CHARTS FOR ZZZ AND I COORD WITH THE FLT ATTENDANTS AND MADE A PA TO BRIEF THE PAX ON THE SITUATION. AT APPROX FL200 I RETURNED TO THE CTLS AND WAS BROUGHT UP TO SPD ON WHAT HAD BEEN COMPLETED AND THAT WE WERE CLRED DIRECT TO THE OM AND TO 3000 FT. THE FO AND RELIEF PLT CONTINUED ON THE 1 ENG INOP APCH AND LNDG CHKLIST AND WERE VECTORED ONTO THE ILS. BTWN 3000-4000 FT; I DISCONNECTED THE AUTOPLT TO GET A FEEL OF HOW THE ACFT WAS HANDLING AND COMPLETED AN OVERWT LNDG (30000 LBS OVER MAX GROSS LNDG WT) WITH MINIMUM DSCNT RATE AT TOUCHDOWN DECELERATED TO TAXI SPD WITH BTWN 2000-3000 FT REMAINING; TAXIED TO THE END; CLRED THE RWY AND SECURED THE R ENG AFTER THE AFTER LNDG CHKLIST. AT THE END WE WERE INSPECTED BY CFR PERSONNEL WHO RPTED NO DAMAGE TO THE L ENG AND THE BRAKES WERE NOT OVERHEATING. WE REQUESTED A TUG AND WERE TUGGED TO THE GATE WITHOUT INCIDENT. COMPLETED PARKING CHKLIST AND MADE LOGBOOK ENTRIES.

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.