A319
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 190; Flight Crew Total 17000; Flight Crew Type 5000
Aircraft Equipment Problem Critical
Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Aircraft
Approximately 2 1/2 hours into the flight at FL380; ECAM annunciated 'ENG 2 OIL FILTER CLOG.' We completed the appropriate flight manual procedure and consistent with that procedure; we monitored the engine parameters for any changes. After five to ten minutes a slight intermittent vibration was noted. As a precaution we requested a lower altitude from ATC and were given FL310. During the descent the engine N2 vibration was noted at 4.5; and we reviewed the flight manual engine vibration procedure. Although no single ECAM or engine parameter alone required the engine to be operated at reduced thrust; cumulatively; we decided it was the safest course of action. We continued the descent to FL240 and left the number two engine at idle thrust while we continued to assess the engine status and overall situation. We contacted Dispatch to advise them of our situation and verify the suitability of the airport as a diversion airport. Once the decision was made to continue to operating the number two engine two at reduced thrust; the airport was the nearest suitable airport in point of time. We declared an emergency with ATC and advised Dispatch of our intentions. The Lead Flight Attendant was notified and the passengers were informed of the situation and planned landing in the airport. The flight proceeded inbound to the airport with no additional problems until being vectored for the final approach. At approximately 13;000 FT; the number two engine oil quantity dropped to zero. I called for the engine shutdown checklist. While the First Officer was finding the correct Flight Manual procedure; the oil pressure dropped to zero and we shut down the engine using the displayed ECAM procedure. The ECAM procedure and all briefings were completed in a timely manner and were complete prior to intercepting the localizer. We notified ATC of the engine shutdown. The airport weather was few 220 and 10 plus miles visibility wind 210/12. We received a visual approach clearance and a normal single engine approach; landing; and taxi followed.
Through mutual consent; we switched control of the aircraft to the Captain to make the approach and landing. After passing approximately 12;000 FT in the descent; we both observed the oil quantity was now indicating '0' and the Captain observed that the pressure was falling steadily. We both agreed that the engine should be shut down. Again consulting the manual; as I was looking for the shutdown procedure; the condition Engine failure was detected by the ECAM; and the master caution light and associated aural warnings and ECAM messages began to appear. I put aside the book and as the Captain continued to fly towards the airport; I executed the ECAM commands; secured the engine; reviewed the status screens and shutdown checklist items and reported that the ECAM was complete; screens were normal and we continued the descent. All of this was accomplished several miles before we reached the FAF; we were stabilized by the fix and the landing was routine and normal.
A319 flight crew experiences an engine 2 oil filter clogged message at FL380. Several minutes later slight vibration is noted and the crew elects to descend to FL310. During the descent N2 vibration increases to 4.5 units and the crew elects to divert to a suitable airport. Nearing the airport the oil quantity and pressure go to zero and the engine is shut down; a single engine landing ensues.