Narrative:

Ground operations to level-off were uneventful. Shortly after level-off the no. 1 engine oil quantity slowly started to decrease. All other engine indications were normal and were similar to the no. 2 engine. I informed the first officer of the situation and he verified the readings. I stated we may lose the engine and have to return to [the departure airport]. We reviewed drift down procedures; present position hold entry; opened the (QRH) quick reference handbook; and continued to monitor the situation. I transferred aircraft control to the first officer and prepared to call dispatch.the no. 1 eng. Oil quantity quickly went to zero; but all other engine indications were normal and matched the no. 2 eng. The no. 1 engine oil pressure then started to decrease and [notified ATC of the situation]. ZZZ1 center issued an altitude of fl 260 and we executed a driftdown. During this process the no. 1 engine oil pressure rapidly decreased and the throttle was reduced to idle power. We requested and received present position hold clearance; and the first officer entered holding; took control of ATC communications; and tried to monitor my conversation on satcom if situation awareness allowed. I sent an ACARS message stating 'call me with a [maintenance control] engine tech.' I then referenced the QRH engine oil press-left (right) checklist. Satcom communication was quickly established with dispatch but not with [maintenance control] due to 3-Way communication problems. I informed dispatch our original intention was to return to [the departure airport] and then satcom communications failed. Dispatch responded with an ACARS message stating ZZZ1 would be better due to our proximity. I responded via ACARS for the latest weather information and notams for ZZZ1 as we did not have this in our preflight paperwork. I told the first officer to inform ATC we would be going to ZZZ1.proceeding with the engine oil press checklist; it stated if oil pressure indication decreased to 'at or below' the red line limit; to proceed with engine shutdown procedures. With the power back at idle; the oil pressure remained above redline. I then helped the first officer by changing the destination in the flight computer to ZZZ1; retrieved an ZZZ1 ATIS; and informed him after everything was taken care of I would brief and fly the approach. As I was preparing to retrieve the latest taf and notams for ZZZ1; dispatch sent a message via ACARS stating [the departure airport] would be better. The first officer and I had already reviewed the weather; notams and trends for [the departure airport]; and after a short discussion decided to return to [the departure airport]. The first officer inform ATC of our change from ZZZ1 to [the departure airport]. We received direct zzzzz intersection and the ZZZ arrival. Shortly after the clearance the no. 1 engine oil pressure dropped to red line limit and I proceeded with the engine shutdown/secure checklist. After finishing the checklist to the 'deferred items;' I briefed the first officer on the computed data from the non-normal configuration landing distance tables in the performance chapter. Satcom once again became operational and I informed dispatch of our plan to land and have the fire department inspect the aircraft. Dispatch had no further inputs and the call was terminated. I then briefed the ZZZ arrival and ILS [approach] as a backup as the weather was VFR; and took control as the flying pilot. The first officer completed the engine shutdown/secure checklist from 'deferred items' to completion.during approach tower asked our intentions after landing and we informed them if the landing and rollout were uneventful we would clear the runway to the north and await further instructions from the fire department. After an uneventful approach; landing and rollout; I cleared the runway at taxiway delta; ground control cleared a turn east on taxiway charlie and I stopped the aircraft. We were given a discreet frequency from tower andthe fire chief established communication. After completing his inspection; the fire chief cleared us for taxi to maintenance with escort from his team. After engine shutdown we were towed to our final spot and completed the flight.

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Original NASA ASRS Text

Title: B767 Captain reported they experienced a loss of oil on one engine during departure. The flight crew decided to return to their departure airport and executed a successful single engine landing.

Narrative: Ground Operations to Level-Off were uneventful. Shortly after Level-Off the No. 1 Engine Oil Quantity slowly started to decrease. All other engine indications were normal and were similar to the No. 2 Engine. I informed the First Officer of the situation and he verified the readings. I stated we may lose the engine and have to return to [the Departure airport]. We reviewed Drift down Procedures; Present Position Hold Entry; opened the (QRH) Quick Reference Handbook; and continued to monitor the situation. I transferred aircraft control to the First Officer and prepared to call Dispatch.The No. 1 Eng. Oil Quantity quickly went to zero; but all other engine indications were normal and matched the No. 2 Eng. The No. 1 Engine Oil Pressure then started to decrease and [notified ATC of the situation]. ZZZ1 Center issued an Altitude of FL 260 and we executed a Driftdown. During this process the No. 1 Engine Oil Pressure rapidly decreased and the Throttle was reduced to Idle Power. We requested and received Present Position Hold Clearance; and the First Officer entered Holding; took control of ATC Communications; and tried to monitor my conversation on SATCOM if situation awareness allowed. I sent an ACARS Message stating 'Call me with a [Maintenance Control] Engine Tech.' I then referenced the QRH ENG OIL PRESS-L (R) Checklist. SATCOM Communication was quickly established with Dispatch but not with [Maintenance Control] due to 3-Way communication problems. I informed Dispatch our original intention was to return to [the Departure airport] and then SATCOM Communications failed. Dispatch responded with an ACARS Message stating ZZZ1 would be better due to our proximity. I responded via ACARS for the latest Weather Information and NOTAMs for ZZZ1 as we did not have this in our Preflight Paperwork. I told the First Officer to inform ATC we would be going to ZZZ1.Proceeding with the ENG OIL PRESS Checklist; it stated if Oil Pressure Indication decreased to 'at or below' the Red Line Limit; to proceed with engine shutdown procedures. With the power back at Idle; the Oil Pressure remained above Redline. I then helped the First Officer by changing the Destination in the Flight Computer to ZZZ1; retrieved an ZZZ1 ATIS; and informed him after everything was taken care of I would Brief and fly the Approach. As I was preparing to retrieve the latest TAF and NOTAMs for ZZZ1; Dispatch sent a message via ACARS stating [the Departure airport] would be better. The First Officer and I had already reviewed the weather; NOTAMs and trends for [the Departure airport]; and after a short discussion decided to return to [the Departure airport]. The First Officer inform ATC of our change from ZZZ1 to [the Departure airport]. We received direct ZZZZZ intersection and the ZZZ Arrival. Shortly after the clearance the No. 1 Engine Oil Pressure dropped to Red Line Limit and I proceeded with the Engine Shutdown/Secure checklist. After finishing the checklist to the 'DEFERRED ITEMS;' I briefed the First Officer on the computed data from the Non-Normal Configuration Landing Distance tables in the Performance Chapter. SATCOM once again became operational and I informed Dispatch of our plan to land and have the Fire Department inspect the aircraft. Dispatch had no further inputs and the call was terminated. I then briefed the ZZZ Arrival and ILS [approach] as a backup as the weather was VFR; and took control as the Flying Pilot. The First Officer completed the Engine Shutdown/Secure checklist from 'DEFERRED ITEMS' to completion.During approach Tower asked our intentions after landing and we informed them if the landing and rollout were uneventful we would clear the runway to the north and await further instructions from the Fire Department. After an uneventful approach; landing and rollout; I cleared the runway at taxiway Delta; Ground Control cleared a turn east on taxiway Charlie and I stopped the aircraft. We were given a discreet frequency from Tower andthe Fire Chief established communication. After completing his inspection; the Fire Chief cleared us for taxi to Maintenance with escort from his team. After engine shutdown we were towed to our final spot and completed the flight.

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.