B777-200 flight crew reported receiving an ANTI ICE LEAK ENG R EICAS Message displayed during climb. The flight crew ran the check lists and QRH and reduced the Right Engine to idle thrust. Priority handling was requested and an air turn back and precautionary landing was made at departure airport.
Synopsis
B777-200 flight crew reported receiving an ANTI ICE LEAK ENG R EICAS Message displayed during climb. The flight crew ran the check lists and QRH and reduced the Right Engine to idle thrust. Priority handling was requested and an air turn back and precautionary landing was made at departure airport.
Narrative
I was the pilot monitoring (PM). pilot flying (PF) was the Captain. Received an ANTI ICE LEAK ENG R EICAS Message displayed climbing through approximately 10;500 ft. Annunciated checklist was completed resulting in the right engine being reduced to idle thrust. [Priority handling was requested] and a return to ZZZZ was requested with ATC. The NON-NORMAL LANDING checklist was run followed by the OVERWEIGHT LANDING checklist. The landing app was used to derive landing distance; runway XX provided more than sufficient distance on the runway at our weight. All normal checklists were completed.Operation was conducted in VFR conditions. ILS XX was set up in the navigation and briefed to provide glide path and a more stable approach and touchdown.Approach; transition were normal; rate of descent at touchdown was minimal; very soft and we rolled the aircraft the full length of the runway. We requested ATC to have Airport Rescue and Firefighting (ARFF) meet us at the end of Runway XX to inspect the brakes; ATC requested that we turn off the runway onto taxiway hotel. No ARFF came. We asked again and were provided a standard taxi instruction. We explained out need and asked again for ARFF. We were requested to taxi up X to Y taxiway before ARFF would check our aircraft. With brakes still in white we attempted the taxi without using brakes. Turning onto Taxiway Y BRAKE TEMP EICAS message displayed. ARFF then came out to evaluate. At that point brakes brakes 7;8;10 and 11 had just come into cautionary range. Approximately 25 minutes after landing. We stopped the aircraft on Y without using the parking brake. ARFF checked the brakes and said brakes and tires looked good and we could continue our taxi to the gate. Taxi Brake Cooling Chart at our weight showed 30 more minutes of cooling was needed to be considered safe. Shortly after; the number 7 Tire lost pressure. Thankfully ARFF had stayed with us as we sat through the cooling window. We found a huge disconnect communicating with the Tower and the relay of information from the ARFF team. For 98% of the operational needs of the airport; ZZZZ Tower does a great job. When situations like this take place; the ability to relay nuanced information between the fire trucks and the cockpit was a struggle. There were a few very key moments that were left with dead air or need to ask for clarification of the status of the situation. As we approached our brake cooling time; the temperature of the brakes was back in the normal range. Our mechanics showed up on Taxiway Y with a tug and headset. After they assessed the aircraft to be safe; ARFF accompanied us to the gate without further incident.In reviewing aircraft log and history of right engine fire loop 1 issues before departure; crew discussed possible scenarios to be warry of on our route especially the MOCA on our route crossing into the country. ZZZZ ATC has a very difficult time understanding requests past basic communication. We discussed this as part of our threat forward briefing. Unlike some airports; there is no way for pilots to talk directly to the firefighters checking the airplane other than hand signals. At ZZZZ; the only way to communicate with the firefighters is through the Tower Controller. Depth of English can sometimes be unpredictable. Controllers switch between English and Spanish and their accent is very unusual. May be a very good idea to update the company pages that there needs to be extra clear and concise communication. Any delay or wavering in response should be rephrased to ensure that the message is understood between both parties.
Second reporter narrative
ANTI ICE LEAK ENG R EICAS. Message displayed climbing through approximately 10;500 ft.; and annunciated checklist was completed resulting in the right engine being reduced to idle thrust. [Priority handling was requested] and a return to ZZZZ was requested with ATC. All non-normal landing checklist was Run followed by overweight landing checklist the landing app was used to derive landing distance Runway XX which providing more than sufficient distance on the runway at our weight all normal checklists were completed. Approach was conducted in VFR conditions ILS XX was set up in the navigation and briefed to provide glide slope path and a more stable approach at touchdown. touchdown was very soft landing we rolled to the end of Runway XX using full Length. We requested ATC have Airport Rescue and Firefighting (ARFF) meet us at the end of Runway XX on X to inspect the brakes ATC requested that we turn off the runway and taxi on X to Y where the ARFF station was located and they would check our brakes there. Just before turning on Y our brake temperature EICAS message displayed. We stopped the airplane on Y did not set the parking brakes and had ARFF check the brakes he said the brakes were fine and we could continue to taxi in. We went through our brake cooling chart and requested another 30 minutes of cooling time at our present location. In the interim our number seven tire lost pressure. There was a lot of miscommunication with Tower and ATCs lack of ability to speak the English language. After our one tire lost pressure we requested to be tugged into the gate. We waited another 30 minutes cooling the brakes when the tug arrived brakes were all well below normal temperature. We were towed into the gate with no other incidentsMechanical failure and communication between ATC and the cockpit could be better with a better working knowledge of the English languageAgain a little better working knowledge of the English language by ATC might've not prevented the event but could've helped expedite the outcome to be more positive
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.