Narrative:

Climbing out we noticed low oil pressure on the right engine. Out of 12;000 feet the pressure continued to decrease so we asked ATC for a level off at 16;000 feet. Oil pressure went to zero; QRH directed us to shut the engine down. Called ATC for a return to departure airport. I started to make all the required calls; company; fas (flight attendants); and pxs (passengers). I called ops and asked them to notify dispatch. Continuing the checklist we knew we would be landing over weight; 254;000 with the limit being 224;000. Flaps 20 ref. 169; target 174. ATC gave us a nice turn onto final. Landed smoothly; less than 300 FPM. Used the entire length of the runway because I didn't want to jam on the brake; just kept a continuous deceleration. We cleared the runway at the very last turn off and were ready to taxi back to the gate but the brakes still got hot. The right side showed all 6s except the outboard rear brake; it showed zero. I am thinking that one failed and that is why the other three over heated. The left wheel brakes showed 3s and 4s.with the hot brake on the right side plus being 30;000 pounds overweight we decided the better course of action would be to have us towed in. While we were waiting for the tow; the emergency ground crew chocked our nose wheel which allowed me to release the left brake. I did not set the parking brake; I was holding the left brake to allow the right side to cool. The emergency ground crew also put a fan on the right wheel brakes to help them cool. The first temperature reading was 340 fahrenheit. It cooled off to below 200 when the tow crew arrived.it was a very slow two mile taxi back to the gate but when we got there ops had agent standing by to help the pxs. During all of this time the flight attendants took very good care of the passengers with multiple updates and answering dozens of questions. As for my first officer; I could not have hand picked a better pilot. First he got the correct checklist then read the checklist and backed up several times and re-read the checklist to make sure we were going down the correct path. That saved a couple of mistakes. Excellent job. This guy is here less than a year and his performance is that of a 10 year veteran. He did an outstanding job. I am very impressed with not only him but many of our new hire pilots. The quality and experience level is well above average.

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Original NASA ASRS Text

Title: B757 crew experienced loss of engine oil pressure; shut down engine. Returned for overweight landing.

Narrative: Climbing out we noticed low oil pressure on the right engine. Out of 12;000 feet the pressure continued to decrease so we asked ATC for a level off at 16;000 feet. Oil pressure went to zero; QRH directed us to shut the engine down. Called ATC for a return to departure airport. I started to make all the required calls; company; FAs (Flight Attendants); and PXs (Passengers). I called ops and asked them to notify dispatch. Continuing the checklist we knew we would be landing over weight; 254;000 with the limit being 224;000. Flaps 20 ref. 169; target 174. ATC gave us a nice turn onto final. Landed smoothly; less than 300 FPM. Used the entire length of the runway because I didn't want to jam on the brake; just kept a continuous deceleration. We cleared the runway at the very last turn off and were ready to taxi back to the gate but the brakes still got hot. The right side showed all 6s except the outboard rear brake; it showed zero. I am thinking that one failed and that is why the other three over heated. The left wheel brakes showed 3s and 4s.With the hot brake on the right side plus being 30;000 pounds overweight we decided the better course of action would be to have us towed in. While we were waiting for the tow; the emergency ground crew chocked our nose wheel which allowed me to release the left brake. I did not set the parking brake; I was holding the left brake to allow the right side to cool. The emergency ground crew also put a fan on the right wheel brakes to help them cool. The first temperature reading was 340 Fahrenheit. It cooled off to below 200 when the tow crew arrived.It was a very slow two mile taxi back to the gate but when we got there ops had agent standing by to help the PXs. During all of this time the flight attendants took very good care of the passengers with multiple updates and answering dozens of questions. As for my First Officer; I could not have hand picked a better pilot. First he got the correct checklist then read the checklist and backed up several times and re-read the checklist to make sure we were going down the correct path. That saved a couple of mistakes. Excellent job. This guy is here less than a year and his performance is that of a 10 year veteran. He did an outstanding job. I am very impressed with not only him but many of our new hire pilots. The quality and experience level is well above average.

Data retrieved from NASA's ASRS site 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.