Narrative:

I will describe a few systemic problems; including an emergency arrival. We arrived in operations to print flightplan and discovered we had a deferral for anti-skid inoperative (a 28;000 pound penalty) so fuel stop was planned intermediate. Flightplan included about 9;000 pounds fuel 'economic.' called dispatcher; he said fuel was to speed up upload at the intermediate. I said this was crazy if we had an abort we would grind all tires to the rims. Airplane had history of engine oil leaks with a divert just a few days earlier and hydraulic pressure light; so after discussing with first officer we wanted minimum fuel. [We] called operations to let the fueler know. Got to aircraft almost all economic fuel had been uploaded. I know the issues in de-fueling; so we decided to not delay any further and accept fuel. First officer noticed fuel load was incorrect as our main tanks were not full and we had around 8;000 center tank fuel; which is prohibited per fom. Got that corrected in the mean time our weight was now too heavy to depart any runway. One runway was closed with 1 hour prior permission; so called the airport manager to request. Had discussion with dispatcher as he had planned for runway xx; but they were landing yy so he thought the closed runway as best bet also. After 45 minutes the airport landing turned around and we departed xx uneventfully. Issues: 1) - would be nice to be informed ahead of time as this required some planning which I had little time to do.2) - would like the option of reviewing fuel; especially economic as I felt forced to take more than I wanted; before it is loaded onto aircraft. The time to de-fuel was quoted as one to two hour delay.3) - this airplane should not have been used on a long haul flight.a technical intermediate stop was completed in 30 minutes; thorough inspection of all tires revealed tires and rims were cold to touch and in good shape despite anti-skid inoperative. [We] had to wait 30 minutes at end of runway for weights due to 'technical issues' and were running out of explanations to the passengers. Enroute to our destination about 80 miles from top of descent the 'left engine oil pressure' light started to flicker and we noticed oil quantity was at '0.' no EICAS message was displayed. Oil pressure was fluctuating 120 psi +/- 20 psi. We thought this inconsistent; oil temp was normal. This was same scenario as happened last week. With this in mind we decided to descend early to our single engine max altitude of FL270 while monitoring engine closely. Adding or reducing power seemed to have no effect. Quick check of nearest airports reveled no good choices. Sent message to dispatch; declared emergency; notified flight attendants (no cabin advisory given at this time). Reviewed low oil pressure abnormal which leads to inflight engine shutdown which we completed to 'engine fuel control to off.' we discussed situation and watched oil pressure closely; and with engine at idle if oil pressure went into red and stayed there; we would immediately shut down engine. Oil pressure was slowly decreasing but still fluctuating +/- 20 psi. Once below 15;000 ft; oil pressure remained more stable and stayed in the white range (normal). Dispatch came back with our destination as best airport (weather very clear); and we concurred at this point in time. Because of the airplanes history we actually had reviewed landing distance needed in abnormal configurations i.e. Anti-skid inoperative before leaving and knew there are no numbers for anti-skid inoperative and single engine; so asked dispatch for landing distance needed. They came back with 9;800 ft which made our planned destination the best choice. Single engine approach went well with the exception of ATC adding speed and altitude constraints on us; which single engine is tougher to comply with which just added to the workload. Landing was uneventful with a subsequent taxi to gate as brakes were used very gently. We did a post flight inspection of engine (dripping oil) and landing gear (cool to the touch).

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Original NASA ASRS Text

Title: A B757 with the antiskid MEL'ed was over fueled departing the expected contaminated runway. The departure runway was changed and enroute the engine oil quantity indicated zero; but pressure was normal; so an emergency was declared and the flight continued with the engine at idle.

Narrative: I will describe a few systemic problems; including an emergency arrival. We arrived in operations to print flightplan and discovered we had a deferral for anti-skid inoperative (a 28;000 LB penalty) so fuel stop was planned intermediate. Flightplan included about 9;000 LBS fuel 'economic.' Called Dispatcher; he said fuel was to speed up upload at the intermediate. I said this was crazy if we had an abort we would grind all tires to the rims. Airplane had history of engine oil leaks with a divert just a few days earlier and hydraulic pressure light; so after discussing with First Officer we wanted minimum fuel. [We] called Operations to let the fueler know. Got to aircraft almost all Economic fuel had been uploaded. I know the issues in de-fueling; so we decided to not delay any further and accept fuel. First Officer noticed fuel load was incorrect as our main tanks were not full and we had around 8;000 center tank fuel; which is prohibited per FOM. Got that corrected in the mean time our weight was now too heavy to depart any runway. One runway was closed with 1 hour prior permission; so called the Airport Manager to request. Had discussion with Dispatcher as he had planned for Runway XX; but they were landing YY so he thought the closed runway as best bet also. After 45 minutes the airport landing turned around and we departed XX uneventfully. Issues: 1) - Would be nice to be informed ahead of time as this required some planning which I had little time to do.2) - Would like the option of reviewing fuel; especially Economic as I felt forced to take more than I wanted; before it is loaded onto aircraft. The time to de-fuel was quoted as one to two hour delay.3) - This airplane should not have been used on a long haul flight.A technical intermediate stop was completed in 30 minutes; thorough inspection of all tires revealed tires and rims were cold to touch and in good shape despite anti-skid inoperative. [We] had to wait 30 minutes at end of runway for weights due to 'technical issues' and were running out of explanations to the passengers. Enroute to our destination about 80 miles from Top of Descent the 'Left Engine Oil Pressure' light started to flicker and we noticed oil quantity was at '0.' No EICAS message was displayed. Oil pressure was fluctuating 120 PSI +/- 20 PSI. We thought this inconsistent; oil temp was normal. This was same scenario as happened last week. With this in mind we decided to descend early to our single engine max altitude of FL270 while monitoring engine closely. Adding or reducing power seemed to have no effect. Quick check of nearest airports reveled no good choices. Sent message to Dispatch; declared emergency; notified flight attendants (no cabin advisory given at this time). Reviewed Low Oil Pressure Abnormal which leads to Inflight Engine Shutdown which we completed to 'Engine Fuel Control to Off.' We discussed situation and watched oil pressure closely; and with engine at idle if oil pressure went into red and stayed there; we would immediately shut down engine. Oil pressure was slowly decreasing but still fluctuating +/- 20 PSI. Once below 15;000 FT; oil pressure remained more stable and stayed in the white range (normal). Dispatch came back with our destination as best airport (weather very clear); and we concurred at this point in time. Because of the airplanes history we actually had reviewed landing distance needed in abnormal configurations i.e. Anti-Skid Inoperative before leaving and knew there are no numbers for Anti-skid Inoperative and Single Engine; so asked Dispatch for landing distance needed. They came back with 9;800 FT which made our planned destination the best choice. Single engine approach went well with the exception of ATC adding speed and altitude constraints on us; which single engine is tougher to comply with which just added to the workload. Landing was uneventful with a subsequent taxi to gate as brakes were used very gently. We did a post flight inspection of engine (dripping oil) and landing gear (cool to the touch).

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.