B787 flight crew reports engine vibration shortly after takeoff. Returned to departure airport.
Synopsis
B787 flight crew reports engine vibration shortly after takeoff. Returned to departure airport.
Narrative
On climbout we had engine vibration on #2 up to 8.0. The vibration was fairly loud and could be felt in the thrust levers and our flight deck seats. Flight Attendants called from the back as well to report the unusual noise. During the climb as we were discussing the engine vibration; we also had a spoiler EICAS message and ran that checklist. We noticed that the airplane had trimmed in 2.5 units of left trim. We discussed whether or not that was spoiler related and whether or not the vibration was linked to the inop spoiler. We contacted Dispatch and asked for Maintenance Control to come on the radio. We discussed the situation and decided to return for landing at ZZZ. Next we [requested priority handling] and told ATC that we needed to dump fuel; which we did. That took approximately 19 minutes to dump about 91;000 lbs. The Relief Pilot calculated our non-normal landing configuration distance and we asked Dispatch to confirm that as well. Landing was uneventful and we taxied into Gate XX with flaps down due to spoiler checklist. This was an ETOPS verification flight for an engine change.
Second reporter narrative
I was the FO (First Officer) on Flight XX; ZZZ to ZZZ1. During our pre brief I mentioned that there was documentation in the paperwork that stated that the number 2 (right) engine had been changed. There was also an MEL code requiring ETOPS verification prior to coast out (60 minutes prior). We asked to speak to Maintenance Control concerning this engine change as I was concerned about the lack of a maintenance flight prior to our ETOPS flight.During the discussion with Maintenance it was mentioned that there was no need for a test flight. All that was required was to ensure that all engine parameters were normal before requesting ETOPS verification.Preflight was normal with all engine systems showing in normal range.As I am still new on this fleet; I was surprised that the number 2 right engine started first even though I had started them Left/Right with about a second in between.We had discussed using full length as this was the first flight with a new motor installed. We took off from XXR and from initial power up to auto throttle engagement; everything seemed normal. When I called Check Thrust; I took my hands off the thrust levers and transitioned to (mostly) looking outside through the HUD. I noticed 100 kts. but initially did not hear the Captain call that out. The Relief Pilot called it out approaching 110 kts. and everything seemed fine.On V1 and then Rotate; everything seemed normal and with a Positive Rate; I called for Gear Up. At this point; I noticed a slight vibration but did not think anything of it until the Relief Pilot mentioned the Vibrations on the right 2 motor. At this point; I was still hand flying the aircraft and due to flap cleanup; hdg and altitude changes and a frequency change; it was a busy one to two minutes. I decided to engage the autopilot to get more into the game with regards to the engine vibration. I had glanced over to the EICAS but as the Engine Vib gauge is very small; not color coded and the bottom of the display; it was hard to actually read but I could tell it was at a high level and the black/white was inverted.Passing 10000; the aircraft started to speed up and in doing so; it increased the power level. At this point; we could all feel a vibration in the aircraft. We discussed this as both I and the Relief Pilot were concerned with not only continuing the climb; but that there was no way we could enter ETOPS.The Relief Pilot stated to look for any related checklists or information that he could find; while the Captain did the same. I continued to fly the aircraft. At some point all we could find is a mention of the Eng Vib in the AFM on the system section. But the vibrations were now very obvious. It felt like a buzz in the seat pants and also in the pedals. Upon getting up to our altitude of 330; we now realized that the SATCOM was not operating (though it had checked out on the ground). The Relief Pilot was trying to find an ARINC frequency and the Captain was trying to reach company via ACARS. I asked Center ATC if they had a frequency for ARINC and told them we were working an issue and needed to talk to company.Shortly thereafter; we had a very slight jolt and I immediately suspect an engine failure but instead we got a SPOILER EICAS Msg. The Captain went through the checklist while I pulled up the SYS FLT page and saw a spoiler no longer available on the right wing. After this checklist was complete; we had a quick discussion about declaring the emergency and turning around.The Relief Pilot received a call from the FA (Flight Attendant) and while I wasn't on it; it seems the vibrations were being felt throughout the cabin. Also at some point I noticed a rudder trim indication on the EICAS. Going to the SYS FLT page I was able to see clearly that we had 2.5 units of Left Rudder Trim. Captain [requesting priority handling] and we informed ATC of our issue and that we needed to return to ZZZ and also needed to Fuel Dump. That was all accomplished via the Checklist and we dumped down to Max Landing Weight.As we were also descending back towards ZZZ; we noticed that when the power would be pulled back the vib would indicate less and we would feel less. But as the power came back in; the reverse happened. As there is no High Vibration checklist that tells us to turn off the AT on that side and pull back the thrust lever; we did not do that but we did discuss it. I also mentioned that we had Center close by if the engine did come apart.After fuel dumping was completed; we briefed the landing to XXR and confirmed the landing distance. We decided to land with Auto Bakes Max vs 4 but either way; the numbers we came up with for landing distance would not be an issue. Also; prior to getting below 10000; the rudder trim took itself out. Again; I considered that strange but had already briefed that I would disconnect the AutoPilot and hand fly passing 1000.Landing was normal; but at the end of the landing zone as I was attempting to touch down as smooth as possible. During taxi back we received a Brake Temp Msg and I pulled up that checklist and also the SYS page; GEAR and noticed 5's and 6's but temps increasing. Upon reaching the gate; there was a delay due to no rampers and then we could not get in touch with anyone after block in to inform them we were holding the brakes till chocks were installed. I call Operations and then Maintenance to get someone to talk to us on the ground.Total flight time was 1:59 but it could have been less had we not flown that far away but I also understand we were trying to troubleshoot and get in touch with the company before the turn around. All things considered; there was great CRM in the cockpit and everyone was double checking the other person as we all had different backgrounds and experiences. SOP definitely worked.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.