2023-02 · NASA ASRS report 1971196
B767 flight crew reported the flaps would not properly retract after takeoff. After unsuccessful troubleshooting; the flight crew opted to perform an air turnback.
On departure the flap handle was placed in the up position and the flaps stopped moving. We got the EICAS 'TE FLAP DISAGREE.' We told the Departure Control that we had a malfunction and would like to stop the climb at 10;000 ft. They gave us a holding pattern on a radial. The radial was put in the FMC and we realized that the course needed to be put in; not the radial. The FO (First Officer) continued to fly while the Captain ran the irregular checklist with the relief pilots. We determined that we should jettison fuel to reduce our landing weight. The Captain talked with Dispatch and Maintenance about our situation and options. They then informed Departure Control that we would need to jettison fuel; and they turned us to a westerly heading and descended us to 9;000 ft. We then were handed off to ZZZ Control and told them once we commenced jettison. We jettisoned approximately 50;000 lb. of fuel.We then completed all checklists and got vectors for RNAV XXR. We told ZZZ that we would be a high speed approach and requested Crash Fire Rescue meet us at the end of the runway. The Captain flew an 185-kt. no-flap approach and landing. The autobrakes were set to Max; and manual braking was applied after the initial deceleration. We cleared the runway at the end and were met by Fire Rescue. The parking brake was set until after the nose was chocked. The brake temperature chart showed we were in the Warning Zone and the Fire Chief confirmed that the brakes were extremely hot and one was smoking. Once the parking brake was released the temperatures stopped increasing and the Fire Chief was able to put fans near the brakes to expedite cooling. We had coordinated with Operations to have tug come tow us in.
The FO (First Officer) was the flying pilot. Takeoff was from Runway XXR using flaps 5. During climb-out the FO called for flap retraction; and the After-Takeoff Checklist. I retracted the flaps on schedule and was waiting to perform the After-Takeoff Checklist. The flaps were slow to retract. We then saw that we had a TE FLAP DISAGREEMENT EICAS. I; the pilot monitoring; notified ATC of our situation; requested a vector; and 10;000 ft. When we were ready to run the checklists I assigned the FO; pilot flying; to fly and talk to ATC. The relief pilots and I troubleshot the situation and ran the appropriate checklists. We ran the NON NORMAL - TE FLAPS DISAGREEMENT Checklist; which failed to correct the problem. I; at this point; contacted Dispatch. Dispatch then included Maintenance Control into the conversation. The relief pilots briefed the FAs (Flight Attendant); and made the PAs to the passengers.Going through the NON NORMALS; the next step was to run the FUEL DUMP Checklist. ATC gave us a heading to where we were to dump the fuel. We dumped the entire center fuel tank. Approximately 50;000 lb. The next checklist that needed to be done was the Overweight Landing Checklist. We used the guide to calculate the runway distance required based on our situation. After doing this checklist; I assumed control of the aircraft. I then briefed a RNAV GPS Runway XXR approach. Due to the landing flaps being stuck between 1 - 5; we had an approach speed of 183 kt. The landing was uneventful. I rolled out to the end of Runway XXR. The ZZZ Fire Department was in place waiting for us. They chocked our wheels; and I released the parking brake. We then started the APU; and shut down both engines. We sat there for approximately 50 minutes waiting for the brakes to cool down. Eventually the brakes were cool enough so that ZZZ Operations could taxi us to the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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