|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : eham.airport|
|Altitude||msl single value : 32000|
|Controlling Facilities||artcc : ehaa.artcc|
|Operator||common carrier : air carrier|
|Make Model Name||B777-200|
|Operating Under FAR Part||Part 121|
|Navigation In Use||other|
|Flight Phase||cruise : level|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
cabin event other
other anomaly other
|Independent Detector||aircraft equipment other aircraft equipment : oil quantity indicator|
|Resolutory Action||controller : issued new clearance|
flight crew : declared emergency
flight crew : diverted to another airport
|Problem Areas||Environmental Factor|
Approximately 30 mins after takeoff from eddf, in the vicinity of the spy VOR on direct routing to the legro intersection, we had just leveled off at initial cruise altitude of FL320 when the first officer (PF) noticed the left engine oil quantity indicating zero. At the same moment, ehaa control called us with 'bomb threat against our airline,' and requested that we each switch to separately assigned frequencys. Oil pressure dropped rapidly and we accomplished the low oil pressure and engine shutdown checklists. We departed FL320 and notified dispatch with the intent to divert to eham. We were 47 mi north of eham and 167 mi from egll. By ACARS (sat voice was deferred inoperative) dispatch confirmed eham. I queried dispatch again by ACARS about the bomb threat. Their response was that eddf station reported security normal, security was aware of it and was treating it as a non-specific threat. We were puzzled that ATC would notify us and that dispatch for unknown reasons, had not and did not query an operations normal. We began a descent to FL170 per the FMC engine out page, and shutdown the left engine per checklists. We declared the emergency with ATC, and were cleared to jettison fuel. We dumped approximately 80000 pounds in 22 mins. ATC provided excellent handling through the maneuvering for the fuel jettison and arrival into eham. We briefed the purser on the emergency and asked for a cabin advisory. I then briefed the purser on the bomb issue and she informed the cabin crew. We briefed the customers on the engine problem, but decided not to mention the bomb issue. WX at eham was 2500 ft broken, wind 250 degrees/6 KTS, temperature 17 dewpoint 13, altimeter 1021 inches. We were vectored for an ILS runway 27 approach. Performed a single engine autoland and landed uneventfully. In fact, the airplane flew very well at just under 442000 pounds. Emergency equipment was in position and, after reporting the aircraft's clean status after landing, were released when we exited the runway. Eham operations had us park at gate xx. Local eham police boarded the aircraft with questions regarding the bomb threat. I reported this diversion was not related to any security threat. Local eham airport/aviation officials boarded to obtain information for their reporting. Maintenance personnel inspected the engine, performed a dry run after servicing the oil to 5 qts, but could not find the source of the oil leak. Flight was then cancelled. This scenario of simultaneous aircraft and security events presents an extremely challenging and busy time for a 3 pilot crew. Safety and training should please note that a 2 pilot international crew in this situation could find themselves easily task saturated. The 3RD pilot was extremely busy the entire flight. He coordinated with flight attendants on the cabin advisory and security threat. He communicated with eham operations, answering a stream of questions as they prepared their checklists and team for our emergency/security arrival. All of this would have been largely undone without him. A final note. The bomb threat was passed to us over an open ATC frequency. I would have expected something, operations normal from dispatch. We did not receive anything from them (and I don't know what they did or did not know), until I queried them. The coincidence of these 2 events happening simultaneously led to a lot of uncertainty that could have been avoided.
Original NASA ASRS Text
Title: SHORTLY AFTER TKOF FROM EDDF, B772 EXPERIENCED SIMULTANEOUS LOSS OF OIL QUANTITY ON THE L ENG AND AN ALERT OF A BOMB THREAT AGAINST THE ACR. SHUTDOWN PER PROCS AND DIVERTED TO EHAM.
Narrative: APPROX 30 MINS AFTER TKOF FROM EDDF, IN THE VICINITY OF THE SPY VOR ON DIRECT ROUTING TO THE LEGRO INTXN, WE HAD JUST LEVELED OFF AT INITIAL CRUISE ALT OF FL320 WHEN THE FO (PF) NOTICED THE L ENG OIL QUANTITY INDICATING ZERO. AT THE SAME MOMENT, EHAA CTL CALLED US WITH 'BOMB THREAT AGAINST OUR AIRLINE,' AND REQUESTED THAT WE EACH SWITCH TO SEPARATELY ASSIGNED FREQS. OIL PRESSURE DROPPED RAPIDLY AND WE ACCOMPLISHED THE LOW OIL PRESSURE AND ENG SHUTDOWN CHKLISTS. WE DEPARTED FL320 AND NOTIFIED DISPATCH WITH THE INTENT TO DIVERT TO EHAM. WE WERE 47 MI N OF EHAM AND 167 MI FROM EGLL. BY ACARS (SAT VOICE WAS DEFERRED INOP) DISPATCH CONFIRMED EHAM. I QUERIED DISPATCH AGAIN BY ACARS ABOUT THE BOMB THREAT. THEIR RESPONSE WAS THAT EDDF STATION RPTED SECURITY NORMAL, SECURITY WAS AWARE OF IT AND WAS TREATING IT AS A NON-SPECIFIC THREAT. WE WERE PUZZLED THAT ATC WOULD NOTIFY US AND THAT DISPATCH FOR UNKNOWN REASONS, HAD NOT AND DID NOT QUERY AN OPS NORMAL. WE BEGAN A DSCNT TO FL170 PER THE FMC ENG OUT PAGE, AND SHUTDOWN THE L ENG PER CHKLISTS. WE DECLARED THE EMER WITH ATC, AND WERE CLRED TO JETTISON FUEL. WE DUMPED APPROX 80000 LBS IN 22 MINS. ATC PROVIDED EXCELLENT HANDLING THROUGH THE MANEUVERING FOR THE FUEL JETTISON AND ARR INTO EHAM. WE BRIEFED THE PURSER ON THE EMER AND ASKED FOR A CABIN ADVISORY. I THEN BRIEFED THE PURSER ON THE BOMB ISSUE AND SHE INFORMED THE CABIN CREW. WE BRIEFED THE CUSTOMERS ON THE ENG PROB, BUT DECIDED NOT TO MENTION THE BOMB ISSUE. WX AT EHAM WAS 2500 FT BROKEN, WIND 250 DEGS/6 KTS, TEMP 17 DEWPOINT 13, ALTIMETER 1021 INCHES. WE WERE VECTORED FOR AN ILS RWY 27 APCH. PERFORMED A SINGLE ENG AUTOLAND AND LANDED UNEVENTFULLY. IN FACT, THE AIRPLANE FLEW VERY WELL AT JUST UNDER 442000 LBS. EMER EQUIP WAS IN POS AND, AFTER RPTING THE ACFT'S CLEAN STATUS AFTER LNDG, WERE RELEASED WHEN WE EXITED THE RWY. EHAM OPS HAD US PARK AT GATE XX. LCL EHAM POLICE BOARDED THE ACFT WITH QUESTIONS REGARDING THE BOMB THREAT. I RPTED THIS DIVERSION WAS NOT RELATED TO ANY SECURITY THREAT. LCL EHAM ARPT/AVIATION OFFICIALS BOARDED TO OBTAIN INFO FOR THEIR RPTING. MAINT PERSONNEL INSPECTED THE ENG, PERFORMED A DRY RUN AFTER SERVICING THE OIL TO 5 QTS, BUT COULD NOT FIND THE SOURCE OF THE OIL LEAK. FLT WAS THEN CANCELLED. THIS SCENARIO OF SIMULTANEOUS ACFT AND SECURITY EVENTS PRESENTS AN EXTREMELY CHALLENGING AND BUSY TIME FOR A 3 PLT CREW. SAFETY AND TRAINING SHOULD PLEASE NOTE THAT A 2 PLT INTL CREW IN THIS SIT COULD FIND THEMSELVES EASILY TASK SATURATED. THE 3RD PLT WAS EXTREMELY BUSY THE ENTIRE FLT. HE COORDINATED WITH FLT ATTENDANTS ON THE CABIN ADVISORY AND SECURITY THREAT. HE COMMUNICATED WITH EHAM OPS, ANSWERING A STREAM OF QUESTIONS AS THEY PREPARED THEIR CHKLISTS AND TEAM FOR OUR EMER/SECURITY ARR. ALL OF THIS WOULD HAVE BEEN LARGELY UNDONE WITHOUT HIM. A FINAL NOTE. THE BOMB THREAT WAS PASSED TO US OVER AN OPEN ATC FREQ. I WOULD HAVE EXPECTED SOMETHING, OPS NORMAL FROM DISPATCH. WE DID NOT RECEIVE ANYTHING FROM THEM (AND I DON'T KNOW WHAT THEY DID OR DID NOT KNOW), UNTIL I QUERIED THEM. THE COINCIDENCE OF THESE 2 EVENTS HAPPENING SIMULTANEOUSLY LED TO A LOT OF UNCERTAINTY THAT COULD HAVE BEEN AVOIDED.
Data retrieved from NASA's ASRS site as of July 2007 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.