B757 Undifferentiated or Other Model
Flight Crew Last 90 Days 250; Flight Crew Total 15000; Flight Crew Type 5000
Workload; Situational Awareness; Training / Qualification
Aircraft Equipment Problem Critical
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Aircraft
After departing while climbing through 10;000 feet we got indications of low oil pressure on the left engine. The indications included low oil pressure on the engine indicating system; an engine oil pressure low EICAS message; and the low oil pressure light. We ran the checklist for engine oil pressure low and based on the indications we had it directed us to shut down the engine. The engine was subsequently shut down using the engine shutdown in flight checklist. Just prior to shutdown the engine began to bang and stall due to depletion of oil. Flight attendants indicated the noise was very loud in the back of the aircraft. I believe that the engine would have sustained severe damage or seizure had we not shut it down when we did. We returned to the departure airport and performed a single engine landing. The landing was overweight at a gross weight of approximately 205;000 lbs. Taxi to the gate was uneventful. Mechanics indicated they suspected the engine driven oil pump had failed.
After departing 4L with First Officer acting as PF; and climbing through about 10;000 feet; we noticed an EICAS message L ENG OIL PRESS with associated red oil pressure indication and amber L ENG OIL PRESS LIGHT on center instrument panel. At this point the Captain directed the First Officer that he 'had the aircraft and ATC; to declare an emergency; and to start working our way back to the departure airport'. The Captain proceeded to complete the QRH ENGINE OIL PRESSURE Checklist which; at completion; directed him to go to the Engine Failure or Shutdown /Secure checklist which he then accomplished. Prior to engine shutdown; the engine began banging and passengers and flight attendants noticed 'a ball of flame; sparks; and an orange glow coming from the engine.' The flight attendants called twice during this incident to report these conditions and 'smoke' in the cabin. The Captain verified with the Lead Flight Attendant that it likely wasn't smoke but only the smell of hot oil in the air conditioning system which the Captain also noticed and was not unusual for the circumstances. The Captain notified Dispatch; via ACARS; of the situation and that we were returning to the departure airport; communicated with the flight attendants the 'TEST' information; and made an announcement to the passengers that we were returning. With checklists complete; abnormal landing distance charted; and approach briefing complete; we were vectored onto ILS 4L. The Captain queried the First Officer; who had been doing a great of flying of the airplane; if he felt comfortable in flying the single engine approach; of which he replied that he did. The Captain had flown many times previously with the First Officer; and felt confident with his abilities; and decided to let the First Officer continue to fly the approach and land the airplane. The overweight (204.0); flaps 20 landing was a soft touchdown. Taxi in was uneventful.
A B757 engine oil pump apparently failed during climb out when EICAS alerted L ENG OIL PRESS and the L ENGINE OIL PRESS illuminated so the QRH directed an engine shutdown just as the engine began to fail mechanically.