B767 flight crew reported loud boom and EGT above red line during takeoff. The flight crew elected to perform an air turn back and precautionary landing at departure airport.
Synopsis
B767 flight crew reported loud boom and EGT above red line during takeoff. The flight crew elected to perform an air turn back and precautionary landing at departure airport.
Narrative
I was the Relief Pilot for this flight; the Captain was Pilot Flying and the Pilot Monitoring was the First Officer (FO). From the time we arrived at the aircraft through the takeoff roll there were no issues or abnormalities. I performed the walk around and safety inspection without issue. I did have the Mechanic verify the gear pins were pulled as they were in place during the walk around. All checklists and briefings were completed and push back/engine start was without issue. We taxied to XR for takeoff and when cleared proceeded to takeoff for the ZZZZZ departure. The takeoff roll was normal through initial rotation. After rotation the Captain called positive rate gear up. As the FO retracted the gear there was a very loud bang sound from the right side of the aircraft. This was followed by repeated loud boom sounds from aircraft right and the aircraft would shake with each report. We were climbing so I focused on the EICAS and immediately noted the Right Engine; Engine Pressure Ratio (EPR) was surging. I also saw the Right Engine Exhaust Gas Temperature quickly and steadily rising. I called out Right Engine and stated that Right Engine Exhaust Gas Temperature was in the red. Single engine procedures followed and the Captain told the FO to [request priority handling]. We continued to climb and follow the special engine out procedure. During the checklist procedures as soon as power to the right engine was reduced the bangs stopped and the engine started to cool. We decided to keep the engine running but only at idle. As we moved to the south we completed the QRH and started coordinating a single engine return to ZZZZ. After a frequency change we accepted delayed vectors to prepare for the air return. I spoke to Dispatch and Maintenance Control as requested by the Captain and obtained the single engine procedure for Runway X left. After all deferred checklist and associated briefings were completed we returned via the ILS to XL and landed without further issue. At the gate the Mechanic advised us that there was what appeared to be metal spalling in the right engine but it would take further analysis to determine what happened. In hindsight the communication with Tower was challenging. After [requesting priority handling] the Tower Operator continued to interrupt our processes to the point of distraction despite being told numerous times to standby. Additionally; there is no published special engine out/go around procedure for Runway XL that we could find in our charts. We had to have Dispatch push the Runway XL single engine missed approach procedure to us which took additional time. I would also like to note that communication and teamwork for this flight crew was outstanding!
Second reporter narrative
Normal operations from pre-flight to Runway XR. Relief Pilot mentioned gear pins still installed on walk around. Line Maintenance Supervisor was talking with me about the check and work performed on aircraft during visit. The Supervisor heard the Relief Pilot's comment. Gear pins removed was verified by this Supervisor. Captain was the Pilot Flying (PF) due to First Officer (FO) low time and ZZZZ a special qualification airport. During gear retraction; I heard extremely loud banging; felt airframe yaw in almost rhythmic motion with the banging. Relief Pilot stated Right Engine followed by a statement about high temps. PM [requested priority handling] with Tower. I elected to follow engine out profile due to unknown condition of engine. QRC was accomplished by PM and Relief Pilot. Dispatch and Maintenance Control were contacted; single engine missed approach procedure obtained. Landing was non-eventful. Distraction during the event was the Tower Controller not understanding we had a procedure and trying to give us radar vectors. Normal training V1 or V2 cuts are performed at max weight. The challenging part of this event was the exceptional high performance of the aircraft due to the extreme light weight of the aircraft and right engine was still operating.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.