B767-300 flight crew reported an in flight shut down and air turn back were performed after an engine fuel leak was discovered.
Synopsis
B767-300 flight crew reported an in flight shut down and air turn back were performed after an engine fuel leak was discovered.
Narrative
This report of an engine shut-down and subsequent turn back to departure station prior to ETOPS entry point. Flight was operating for Company; ZZZ1 to ZZZ2 Aircraft X was at cruise when we received EICAS 'FUEL CONFIG' message. I was the Captain/Check pilot conducting First Officer OE and the pilot flying during the cruise portion; priority handling and turn back for landing. At cruise approximately 1 hour into the flight and as we passed our first fix 'FAPIS; the 'FUEL CONFIG' EICAS message appeared; 25 minutes prior to ETOPS entry. The First Officer was gathering our first fuel score passing the fix. After scoring; I called for the checklist for FUEL CONFIG. At that time the fuel indications on the upper panel displayed a 2200 pound imbalance with the left main tank lower than right; and 600 pounds of fuel in the center. The Quick Reference Handbook (QRH) directed us to power the Left and Right center fuel pumps; and they did not correct the FUEL CONFIG message. The continuation of the checklist directed us to check for possible fuel leak; and suspected confirmation for ourselves was on PROG. page 2 of the Control Display Panel (CDU) with a 1.2 difference of Calculated/Totalizer. Total fuel indicating less than calculated and increasing with separation to maximum know difference of 1.6. At this point fuel leak was a promising suspect and we continued with QRH procedures. Note: indicated on upper panel of fuel imbalance increased to 2500 lbs. The First Officer read item 17 of the QRH 'Auto throttle Arm Switch OFF.' I stopped the checklist at that point transferred controls and initiated a SATCOM call with Dispatch; we were 19 minutes prior to ETOPS entry. I gave Dispatch a position report and synopsis of the condition and the page/line number we stopped at in the QRH; Maintenance control was added to the line and it was with concurrence of all three to continue with the checklist; shut-down the 'Left' engine; MAYDAY and turn back to ZZZ1; all agreed of those intentions. 11 minutes prior to ETOPS; I sent CPDLC MAYDAY ENGINE FAILURE; took over as pilot flying; started the APU; turned all exterior lights on; initiated a left southern turn off of route R-578; began a descent to engine out max altitude of FL290 and set fix speed strategy of mach .80/300 KIAS. Once wings level I commanded the First Officer (FO) to continue with the checklist; we complied with QRH procedures; shut the left engine down with the suspected leak; due to the lower left main fuel tank level indication. ZZZ gave us direct ZZZZZ direct destination; and was asking typical MAYDAY questions; souls on board (SOB) Fuel in hours and reason for a priority. Somehow ZZZ sent a confirmation that 'all engines have failed.' This was not correct and we replied with free text; 'negative; one engine shut down' to their reply 'confirmed; both engines failed.' This was a nuisance and distraction and we did not respond. At this point through the QRH we reached deferred items; recall/review and the engine out drift down quick reference was referred to and all items were complete. We did make a call on XXX.XX of our condition; intentions and altitude. Somewhere at distance far from ZZZZZ I recognized our wrong way altitude and made a descent to FL280.Approaching ZZZZZ; ZZZ XXX.X was within reception and other aircraft were available to relay any messages to ATC. At this point radar contact was received and an uneventful descent; approach and landing was made with the RNAV XXR; Flaps 20; brakes 2; engine-out. If I recall correctly FDP generated a stop distance of 7900 ft. I did use max reverse on the operating engine to reduce any possible brake temps and avoid ignition of any fuel loss outside of the aircraft. We made left high speed turnoff R5 and stopped. AARF was waiting our arrival; provided assistance with a brief inspection of the aircraft and cleared us to taxi on our own power to hard stand 1B. Normal after landing; single-engine taxi; parking; shut-down and maintenance coordination commenced without issue. The total time between recognition of the EICAS message and diversion was 14 minutes. I would recommend using more time and expand my vision further outside of the aircraft and include a an expert and fleet Captain in the diagnosis and the delivery of the decision making."
Second reporter narrative
Cruising at FL390; while performing pilot monitoring duties and beginning my fuel scoring procedures for trans-Pacific flight; 'FUEL CONFIG' EICAS message appeared. Captain directed me to halt my other duties and pull out Quick Reference Handbook (QRH) to run checklist. I ran checklist and it directed us to section for suspected fuel leak procedures. Totalizer and calculated fuel differed by approximately 1500 to 1700 pounds. Left fuel tank was about the same (1500 to 1700 lbs) less than right tank. There was a small amount of fuel in the center fuel tank. Captain used SAT phone to call Dispatch who also brought Maintenance Operations onto the call. Confirmed with Maintenance that the proper procedure given suspected fuel leak is to shut down appropriate engine. Maintenance confirmed and we shut down left engine; in accordance with QRH checklist. Followed engine out drift down procedures; made 180 degree turn; squawked XXXX; used CPDLC to request priority handling. We had not yet crossed ETOPS entry point when emergency occurred; but were not in radio or radar contact at the time of incident. Once within range of ZZZ ATC; we advised of intentions to return to ZZZ1. Planned for and briefed single engine landing; set up for RNAV/GPS Runway XR. Opened cross flow valves for fuel system and imbalance corrected itself upon return to ZZZ1. Captain performed single engine landing uneventfully. Taxied clear of runway and waited on taxiway while fire department inspected exterior of aircraft. No fuel leak was immediately noticeable upon inspection or post flight. Taxied to park at cargo area and terminated. Significant difference between fuel 'totalizer' and calculated fuel led to assumption of probable fuel leak; in accordance with QRH checklist procedures. Fuel imbalance was indication that fuel leak was on the left side.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.