Date: 201510
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise FL360 about 1:40 into flight. Captain was on lavatory break when incident initiated. Of course... First Officer (FO) noticed a Caution Level alert. Oil pressure on EICAS showed Red and '0' and oil quantity at 8 and dropping. 20 seconds later as purser was calling Captain; aircraft yawed to the left with autopilot on; electrical power transferred and was noticeable throughout the aircraft. I entered the Flight Deck and purser exited. I got out the QRH and referred to engine; oil pressure. Followed procedures and shutdown the engine. Oil pump failure suspected restart not an option. I contacted ATC; and requested lower altitude and initially direct to destination. Realizing that we would be passing a Suitable Landing Airport; we requested a diversion there. FO is very familiar with the field and we continued a steady descent to 3000 feet right base ILS; length 11;000 feet plus.. FO hand flew in descent and complained that the autopilot was not keeping up. I sent ACARS message to dispatch informing of diversion and engine failure. Requested weather on ACARS. Checked for response and noticed ACARS printer jammed. Of course. Cleared when time permitted. Informed purser of diversion; engine failure; then made a PA and informed passengers of a problem with one engine and our decision to land for safety. Weather was scattered with wind 06/06. FO made a great landing and we had Emergency equipment follow us to the gate. Next; full aircraft; Customs and maintenance to deal with. Staff did an outstanding and professional job with all matters. Passengers were calm and informed throughout. Dispatch; delivered as promised. Customs cooperated and were very accommodating. ATC; was very helpful.


Second narrative: At FL360 and .78 Mach in cruise flight the Captain (CA) went back for a bathroom break. Purser was on jumpseat when I got a caution chime; L engine oil pressure encased message; and oil pressure gauge in the red. I told purser call CA up immediately and since my QRH is for the 767; I reached in my bag for my iPad to access the 757 QRH. Looked at the panel; oil quantity showed 8. The airplane then yawed a little and messages representing engine failure appeared. I switched off autopilot to feel what plane was doing and told purser to get the CA now. He looked in the peephole; CA was there; opened the door and CA swiftly moved into his seat. I told him what had happened and he pulled out his QRH and proceeded with the engine failure checklist. I asked center for lower and was given 240. CA proceeded to do all Pilot Monitoring duties from then on and I did flying duties and the radio. We discussed it and in light of the engine failing and indications of having lost all the oil; we decided there would be no restart attempt. Checklist says land at nearest suitable airport. One of our preferred suitable airports; was in front of us so we decided to divert there. During the descent I tried to engage autopilot several times; but even though the Aircraft was trimmed every time I engaged the autopilot the Aircraft started yawing toward the dead engine. Not wanting to see how far it would go; I switched it off and hand flew. This was while still at fairly high altitudes and fairly high air speeds; and no rotation of N3. Handed off to approach and requested a right downwind for the ILS. Coming thru 180; I tried again to engage the autopilot and this time it engaged with no rolling or yawning. So the remainder of the flight autopilot was engaged. The CA had handled all other duties so we were vectored onto a long final. The approach was uneventful; intercepted the glide slope at three thousand feet on airspeed and trimmed. Switched off autopilot at around twelve hundred feet to get a feel for the drag and yaw; ten knot quartering headwind on the dead engine side (number1). Made a nice smooth landing and we pulled off the runway and taxied to the gate uneventfully. Flight attendants and passengers all seemed to be ok mentally and emotionally.


Synopsis: B757 First Officer experienced a loss of engine oil pressure at FL360 while the Captain was on a bathroom break. Within moments the engine failed and the Captain quickly returned to the cockpit and began reading the QRH. The engine was shut down and the flight diverted to the nearest suitable airport.