B737 MAX 9
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 153
Troubleshooting
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
During cruise at FL400 the oil filter bypass light for engine #2 EICAS message began blinking and then remained on steady. I told the First Officer to continue flying and to advise ATC of the problem. I said I would reference the QRH 'ENGINE OIL FILTER BYPASS'. Reading the checklist we realized the procedure might have us shut down the engine. We asked for a descent from FL400. There was traffic below us at FL390 so ATC said it would be a minute before we could descend. We started to look for a suitable diversion airport at that time. I sent a message to Dispatch to 'call me'. We waited to retard/reduce the power to idle (as stated by the checklist) until the descent was initiated due to drift down airspeed restrictions at FL400 and traffic right below us. The oil filter bypass QRH required us to shut down the engine because the light did not extinguish when the throttle was brought to idle. We continued the checklist and shutdown #2 engine with the (MAX) 'ENGINE FAILURE OR SHUTDOWN' checklist. We [requested priority handling] with ATC. Dispatch responded within a few minutes but the frequency was garbled and somewhat busy. Communicating with Dispatch we received weather and NOTAMs for ZZZ2 and ZZZ3 and we collectively decided to divert to ZZZ3. Dispatch said they would send landing data for Runway XXR at ZZZ3. I also looked up the non-normal landing distance performance table. So many performance non-normals it was hard to find the One Engine inoperative section. Later I realized the aircraft/config performance non-normals table was alphabetized! It was an idle descent all the way down as the airport was only 80 miles away from where we shutdown the engine so we did not have to consider the drift down QRH. Dispatch stayed on the frequency if we needed any more assistance. I advised the purser [and] communicated with the passengers to advise them of the problem and our need to land in ZZZ3. We asked for extended vectoring with ATC to complete checklists and approach briefings. The First Officer continued to fly as we had discussed this during the descent and he was comfortable landing. Based on the situation and conditions I felt he was more than competent to execute a safe landing. Checklists were completed and an uneventful single engine approach and landing were completed. Airport Fire Department met the aircraft after landing and we taxied to a hard stand where passengers were able to deplane via air stairs. The First Officer and I had a meaningful debrief. I then contacted Dispatch and the Chief Pilot to debrief. A logbook entry was made and I had a discussion with Maintenance regarding the engine shutdown.
We were operating Aircraft X from ZZZ to ZZZ1 on a B737 MAX-9. We had completed a delayed flight from ZZZ4 and had to do a quick turn in ZZZ. I started preparing the flight deck while the Captain did the walk-around and dealt with jumpseaters and a new-hire pilot doing an 'observation ride' with us in the flight deck jumpseat. With the preflight done; we pushed on time and started both engines on push-back due to the long start times on the LEAP engines. Both engines; specifically #2; appeared to start normally. Taxi out; takeoff; and initial cruise was normal. Approximately; 50NM East of ZZZ2; we had a #2 Engine 'Oil Filter Bypass' flashing amber annunciation. I took the radios from the Captain and continued to fly while he looked up the MAX QRH for an oil filter bypass. The first step in the checklist is to disengage the auto-throttles. So we did that. The next step is to retard the affected thrust lever until the bypass light extinguishes or the throttle is closed. The Captain said we needed to descend to close the throttle since we cannot maintain FL400 on a single engine. I looked up the engine out info page on the FMC to see what our target altitude should be. It said FL244. The Captain quickly sent a 'Call Me' ACARS message to Dispatch. While he did that I requested a descent to FL300 with ATC; because we felt there was a chance the bypass light would extinguish as we retarded the throttle on our way down to FL300. This piqued the interest of ATC which appropriately asked if we needed any assistance. At that time; I told them to standby due to us running a checklist. On our descent; we closed the throttle completely and the bypass light did not extinguish. Per the checklist; step 3 says if the light does not extinguish we are to proceed to the Engine Failure or Shutdown Checklist. We were a little surprised there were not any more steps involved with the checklist; such as checking other engine indications for corroboration. So before proceeding to engine shutdown we re-examined the fault; we made sure we were in the correct checklist; and that we had not erred or missed anything that would prevent an engine shutdown.  Our conclusion was that we had not and an engine shutdown was necessary. After securing the engine; [I requested assistance] with ATC and requested FL240; I also began slowing the aircraft down to a more drift-down speed so we would not get too far away from ZZZ2; which appeared to be VMC; as well as prevent us from having large amounts of asymmetrical thrust at level-flight at a low altitude. While this was occurring; the Captain was briefing the Flight Attendants. He was also coordinating with Dispatch. Dispatch informed us that the weather in ZZZ2 was not VMC and he recommend ZZZ3 instead due to weather. Hearing Dispatch on frequency was a challenge due to the lag in relays; static on the frequency; and other parties transmitting on the same frequency. That is one area specifically that I feel could use improvement. Communicating to Dispatch should be as easy as communicating to ATC in a high stress; time limited situation. After agreeing of diverting to ZZZ3; I notified ATC of our new destination and we received vectors direct to the airport. The Captain made a PA to the passengers to explain the situation and plan. Next; the Captain began running the single engine landing checklist to prepare for landing in ZZZ3. I simultaneously began loading the ILS XXR approach in the FMC and prepared the aircraft for an approach into ZZZ3. We requested a delay vector for an extend final so we had ample time to complete all the checklists. Once we were set up; we completed the deferred items and began configuring the aircraft for landing. We had emergency equipment standing by upon our arrival as a precaution. The XXR runway was plenty long for our brakes 3; flaps 15; increased Ref speed approach; and we made an uneventful single engine landing. We were able to taxi under our own power to the ramp for passenger deplaning via air-stairs and busing to the terminal. We ensured everyone safely exited the aircraft and submitted a maintenance write-up for an engine oil filter bypass annunciation with a corresponding inflight engine shutdown. I feel everyone worked well together with excellent CRM including the Company new-hire observation First Officer; Name. I also feel safety was not in jeopardy at any time.
B737 MAX 9 flight crew reported an Engine Oil Filter Bypass Light illuminated in flight; resulting in an inflight shut down of the affected engine and a diversion to a precautionary landing.