B767 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 101
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; Flight Crew Diverted
Aircraft
On initial climb-out at approximately 6000 ft we noticed that the Number 2 engine oil quantity was 0 and that the oil temperature was rising toward (and shortly thereafter into the amber band); the oil pressure was also indicating approximately 140 psi; which was about 40 psi lower than the Number 1 engine. At approximately the same time we received two EICAS Status Messages (R SCAV TEMP 1 and R SCAV TEMP 2). We elected to stop our climb at 12000 ft/250 knots and remain with Departure Control in order to begin troubleshooting. Once thrust was reduced; the oil temperature decreased out of the amber band and the oil pressure was about the same as the Number 1 engine. Oil quantity also increased from 0 to 4 quarts. We tried to reach Dispatch twice with ACARS (CALL ME 7700 and CALL ME in the Communications Menu) and received no response within approximately 3 minutes. He apparently had tried to SATCOM us; but was getting busy signals. We then elected to use ARINC to get a phone patch. This worked well initially and then about 10 minutes into the conversation we were able to transition to SATCOM. Prior to this time I advised the flying First Officer that he had the airplane and ATC. We requested delay vectors and ultimately entered a hold at 12000 ft. Also during this time the Relief Pilot was accomplishing the QRH for High Oil Temp; Low Oil Press and Engine Surge/Stall. During the conversation with Dispatch we also consulted with Maintenance Control and the Engine Controllers. After this discussion it was agreed upon by all parties to return to our departure airport. We began a slow descent and turned an approximate 25 mile final for an ILS/Visual. During the descent we completed the Overweight Landing Checklist (landing weight was 325.0 and Max Landing is 320.0) and also planned for a possible engine failure during the approach. The approach and landing was uneventful. The Airport Fire and Rescue observed the landing and rollout and noted no issues. We discussed declaring an emergency at several points during the flight; (among ourselves and with the Dispatcher) but never felt it was required as the weather was VMC; there was little traffic and the engine had stabilized after thrust was reduced from a climb setting. After debriefing we feel that many CRM practices were put to use; which resulted in a safe outcome.
[Report narrative contained no additional information.]
B767 flight crew reported on climbout they noticed the #2 engine oil quantity was 0 and the oil temperature was rising toward the amber zone.