Narrative:

Low oil pressure indication/engine shutdown with divert to an enroute airport. Noticed the right engine oil quantity at one quart while doing system checks after plotting position. Previously noticed oil quantities at 18 and 15 quarts. All other indications were normal. Shortly there after the quantity displayed zero with fluctuating oil pressure. I had recently completed transition training and recalled the anomaly to the oil quantity gauge (zero oil quantity indication 'good engine' scenario). We further referenced the flight manual engine chapter statement concerning oil quantity. We sent a message to maintenance; dispatch and the flight duty manager. We wrote down the time and both engine parameters to chart them for trends. We sent additional messages to maintenance inquiring maintenance history; servicing and oil usage. The reply revealed a normal history. We additionally inquired if our gauge readings were tied to EICAS. The flight manual engine shutdown; drift down/off track; mayday communications; divert options and approach considerations were reviewed. We elected to increase our speed as we were ahead of our fuel score by 2.8k. After speeding up the only change to engine parameters was a decrease in oil temperature by four degrees on both engines. We finally got the EICAS low oil pressure message. We shut down the engine; turned off track to the left as there was an air carrier flight at FL360 at our 4-5 o'clock and another aircraft at FL340 ahead of us. Mayday broadcasts were made with corresponding squawk. ATC datalink emergency and dispatch messages were sent. We descended to FL237 per the FMC and flew 10nm left of track. The alternate FMC page revealed that our destination and diversion airport were one minute apart in arrival time. We decided that the diversion airport was our most suitable divert field. When we were below the tracks we requested direct and were given the block FL200-240 and left/right 100 NM. Other aircraft offered assistance and a nearby aircraft relayed our requests to ATC. We politely declined the coast guard's escort. The captain briefed the purser and asked a pass traveling pilot to assist us in the cockpit. A cabin advisory was issued and emergency equipment was requested. We balanced fuel and got the winds; which were 020/7 gusts to 16 KTS and requested runway xx. We decided further that if winds shifted east or gusts subsided we would switch to a different runway. The t-procedure also played into this decision. About 30 NM out the winds did shift and we changed runways. The single engine profile was uneventful and the autopilot was disconnected around 1;000 ft. It was a very nice approach and an uneventful landing and taxi to the gate. The emergency equipment request was canceled as we cleared the runway. Post flight the captain debriefed the flight attendants and asked for their input on perception/reality and whether they needed or wanted anything different to accomplish their duties. I/we appreciated the pass riding pilot's courtesy in introducing himself before flight. He was a ready resource and we utilized his service with some radio calls and fuel system balancing.

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Original NASA ASRS Text

Title: A B777's oil cooler developed an oil leak in flight. After the EICAS 'LOW OIL PRESSURE' alerted; the engine was shutdown; an emergency declared and the flight diverted to an enroute airport.

Narrative: Low oil pressure indication/engine shutdown with divert to an enroute airport. Noticed the right engine oil quantity at one quart while doing system checks after plotting position. Previously noticed oil quantities at 18 and 15 quarts. All other indications were normal. Shortly there after the quantity displayed zero with fluctuating oil pressure. I had recently completed transition training and recalled the anomaly to the oil quantity gauge (zero oil quantity indication 'good engine' scenario). We further referenced the flight manual engine chapter statement concerning oil quantity. We sent a message to Maintenance; Dispatch and the Flight Duty Manager. We wrote down the time and both engine parameters to chart them for trends. We sent additional messages to Maintenance inquiring maintenance history; servicing and oil usage. The reply revealed a normal history. We additionally inquired if our gauge readings were tied to EICAS. The flight manual engine shutdown; drift down/off track; mayday communications; divert options and approach considerations were reviewed. We elected to increase our speed as we were ahead of our fuel score by 2.8k. After speeding up the only change to engine parameters was a decrease in oil temperature by four degrees on both engines. We finally got the EICAS low oil pressure message. We shut down the engine; turned off track to the left as there was an Air Carrier flight at FL360 at our 4-5 o'clock and another aircraft at FL340 ahead of us. Mayday broadcasts were made with corresponding squawk. ATC datalink emergency and dispatch messages were sent. We descended to FL237 per the FMC and flew 10nm left of track. The alternate FMC page revealed that our destination and diversion airport were one minute apart in arrival time. We decided that the diversion airport was our most suitable divert field. When we were below the tracks we requested direct and were given the block FL200-240 and L/R 100 NM. Other aircraft offered assistance and a nearby aircraft relayed our requests to ATC. We politely declined the Coast Guard's escort. The Captain briefed the Purser and asked a pass traveling pilot to assist us in the cockpit. A cabin advisory was issued and emergency equipment was requested. We balanced fuel and got the winds; which were 020/7 gusts to 16 KTS and requested Runway XX. We decided further that if winds shifted east or gusts subsided we would switch to a different runway. The T-procedure also played into this decision. About 30 NM out the winds did shift and we changed runways. The single engine profile was uneventful and the autopilot was disconnected around 1;000 FT. It was a very nice approach and an uneventful landing and taxi to the gate. The emergency equipment request was canceled as we cleared the runway. Post flight the Captain debriefed the flight attendants and asked for their input on perception/reality and whether they needed or wanted anything different to accomplish their duties. I/we appreciated the pass riding pilot's courtesy in introducing himself before flight. He was a ready resource and we utilized his service with some radio calls and fuel system balancing.

Data retrieved from NASA's ASRS site as of April 2012 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.