Date: 201507
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Cruise
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Relief Pilot; Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I was the First Officer and non-flying pilot. Approximately 90 minutes into the flight we noticed the right engine oil quantity indication was at 4 and was boxed in white. All other engine indications were normal and matched the left engine; with the exception that the vibration was running on the high side varying between 3.3-3.5. In the cockpit this vibration could not be felt.  We discussed these indications with Maintenance Control via a SAT-phone patch through Dispatch. We referenced our manuals while Maintenance Control discussed with engineering and referenced their manuals. Really the only guidance given to us at this point from Maintenance Control was to follow our manuals and monitor the situation. Our flight manual does not have a procedure for low oil quantity. We did ask a pass riding First Officer who was riding in back to go take a look at the engine to try to determine if any oil could be seen leaking.  He took pictures with his phone of both engines and returned to the cockpit. No evidence of oil leaking could be seen from the passenger cabin. At this point all agreed with the decision to continue the flight as we really could not definitively say if the quantity indication was correct or false.  The oil quantity slowly crept down to 1 and remained at 1. During this time oil pressure and oil temperature indications were normal and in line with the left engine. Vibration continue to vary from 3-3.5. About 30 minutes later and still prior to the Critical Point we received an ACARS Message that Maintenance Control and Engineering were conferring about the higher than normal vibration. Approximately 5 minutes later; and still prior to the Critical Point we received another ACARS Message stating that we might have to turn around. We did not receive another message until shortly after we passed the Critical Point asking us to SAT-CALL Dispatch. At this point we were informed that due to the vibration levels; the propulsion experts felt that for safety of flight reasons the thrust on the right engine should be reduced to idle. Dispatch initially wanted us to continue the flight to destination. We informed Dispatch that with the throttle at a degraded thrust the divert decision would need to be to the nearest suitable airport and based on all factors including  weather; runway length; terrain and familiarity of airport the decision was made that the safest course of action was a diversion to ZZZZ. Through CPDLC we coordinated this with ATC and all appropriate diversion procedures were followed.  At this point power was slowly reduced to idle on the right engine.  As power was reduced vibration increased significantly and oil pressure dropped. We followed the appropriate annunciated checklists and the engine was subsequently shut down and secured. The flight continued single engine to an uneventful landing where the flight was met by local crash and rescue. I cannot emphasize enough the excellent job of the Captain throughout this flight and subsequent diversion. She encouraged input from a variety of sources including myself; a jump seating Captain; a pass riding First Officer; Dispatch; Maintenance Control; and her Cabin Crew.


Second narrative: About an hour and a half into the flight we noticed that the RT Eng Oil Quantity was boxed at 4. It had been normal at top of climb. The Rt Eng indications were all matching the Lt Eng except for a higher Eng Vib running between 3.3 and 3.5. We could not feel any vibration in the cockpit. We called Dispatch and patched into Maintenance Control to discuss the situation. Maintenance Control told us to reference our manuals. There is nothing in our manuals or checklists about low oil quantity. We had a pass riding 747 pilot in the back who took pictures for us to see if there was any evidence of an oil leak outside. The pictures looked pretty normal. Maintenance Control referenced their manuals and Boeing's and there was also no history of an oil problem with this aircraft before; so we all agreed at this point to continue. He told us to monitor the situation and he would do more research. At this point we couldn't tell if it was a gage problem or a real loss. The oil quantity slowly crept down to 1 and stayed there.During this time the eng oil press and temp were good and the engine parameters pretty much matched the Lt Eng. The Vib continued to vary between 3.0 and 3.5. About 30 minutes later and prior to the Critical Point; we got a message from Maintenance Control that he was conferring about the engine vibration. About 5 minutes later we got a message that they might want us to turn around. We reviewed the procedures for that and waited to hear. Just past the Critical Point we got a message to SAT call Dispatch. He had a propulsion specialist on the line and he said for the safety of flight; we should bring the RT Eng to idle and continue. Dispatch initially said to go to destination but I said if we had a degraded engine; we had to land at nearest suitable. At this point we were close to three airports and based on all factors including weather and short runways; I felt the safest course of action was going to ZZZZ. We coordinated with ATC through CPDLC and new destination. We followed all appropriate diversion procedures. They notified us of conflicting traffic on an adjacent airway and to report out of FL300. We got established on the 15L offset before we slowly brought the throttle back on the Rt Eng. About mid way to idle; the vib went up to 5.1 and the Rt Eng Oil Press boxed low. We followed the annunciated checklist which required and engine shutdown and secure. The flight continues single engine and made an uneventful landing. We had fire and rescue standing by as a precaution.We had excellent CRM with pass rider in back; jumpseater in cockpit; and First Officer (FO). We thoroughly discussed the situation with Dispatch and Maintenance Control. Our flight attendants were very supportive in reassuring people after I made the PA announcement describing the situation and the diversion. All in all I think it went about as good as this situation can go. I was very impressed with the 777 abilities single engine.


Synopsis: B777 flight crew describes an in flight shut down and diversion; just past the midpoint on an oceanic flight. The oil quantity had been dropping and mild engine vibration had been noted; but Maintenance Control recommended continuing. The engine is idled at Maintenance Control's suggestion; producing significant vibration and the engine is shut down.