2024-10 · NASA ASRS report 2170928
B777 flight crew reported shut down of one engine and divert to a non-towered airport due severe engine vibrations and smoke and fumes. Reporters stated the engine had been replaced the day before.
A little over 3 hours into the flight we had recently passed point ZZZZZ at XJ:01 on RXXX at FL380. I was in the right seat as pilot monitoring (PM). We requested a climb via CPDLC and were instructed to climb to FL400. Not long after the engines spooled up for climb power there was an abrupt banging sound followed by moderate to severe vibrations in the aircraft and a loud sound of engine malfunctions filling the cockpit. A message popped up on the EICAS and as we were starting to read the message and analyze I first smelled and then saw smoke entering the cockpit. The Captain and I donned the O2 mask and attempted to establish comms amidst the loud noise and smoke all while the aircraft was in a climb. The Captain controlled the aircraft manually at first and then reengaged the Autopilot. The first EICAS message was for ELEC GEN DRIVE L. The relief pilots were getting out of the bunk around this time as the loud noise and vibrations had woken them; they had to move through significant smoke to get to their seats and don oxygen. We [requested priority handling] with ZZZ Center and began a left turn toward ZZZ which was around 200 NM away. When running the Electronic Checklist (ECL) for ELEC GEN DRIVE L; pressing the DRIVE DISC switch had no apparent effect and the APU was MEL'd so we couldn't start it. The next EICAS to populate was ENG OIL PRESS L. I ran this checklist which directed a shutdown of the L engine; upon which the vibrations and sounds decreased but did not go away completely. Our main concern at this point was severe engine damage and potential separation. The smoke was no longer building but there was still an odor of smoke; communications amongst a four person crew and ATC and Dispatch was a challenge on oxygen masks. In the meantime we initiated a single engine driftdown to FL316 in coordination with ZZZ Center; and the relief pilot initiated a SAT phone call with Dispatch for their recommendations. We gathered weather and NOTAMS for ZZZ and ZZZ1 from Center as well as another company aircraft who helped relay information. The weather and NOTAMS in ZZZ supported the RNAV (GPS) approach to Runway XX; the ILS GS was notam'ed out of service. Based on the information received from all these sources and considering that we still had smoke/fumes in the cockpit; an engine shut down; and no APU; we decided as a crew to divert to ZZZ and advised Center of our intentions. We continued our descent and received the FUEL IMBALANCE EICAS message and I ran the corresponding checklist. The relief pilot ran performance for a 20 flap landing from the QRH as directed by the checklist. We completed all normal checklists and built a holding pattern at the IAF for the RNAV Runway XX to complete our descent. We planned; briefed; and flew a single engine 20 flap approach to Runway XX and stopped straight ahead on the runway. We were in communication with crash fire and rescue who came out onto the runway to inspect the L engine and then they marshaled us with a follow me truck off the runway to a parking location. We cancelled IFR with Center and thanked them for their assistance. We became aware during the taxi that we would need a ground electrical cart to hook up to the airplane to avoid the jet going dark when we shut down the R engine; because the APU was MEL'd. We waited in parking for the ground crews who had been called in off alert and were unfamiliar with the 777 to find and retrieve a ground power cart and air stairs. We verified the ground power specifications from Maintenance Control and advised the ground crews where to find the power receptacle. We cancelled the [priority handling] as this was a requirement for the ground crew to apply electrical power. After verifying the power source we shut down the R engine; disarmed doors; completed all normal post flight checklists; and began all of the coordination with ZZZ personnel for our unexpected arrival. Visual inspection of the L engine revealed significant visual damage to the fan blades and other areas; see pictures and videos taken. Eventually upon reaching billeting we were seen by medical staff as we were experiencing headaches; sore throat; stinging eyes; etc; presumably from the smoke exposure. The entire crew did an excellent job at handling a difficult situation with compounding challenges in a remote and critical part of an ocean crossing. A failure in the engine after climb power was added causing moderate to severe vibrations; damage; smoke and fumes; and engine shutdown. Fatigue was not a factor in this event but I do want to point out that company revised our departure time from XA:57 to XG:30 of causing a complete flip in rest requirements after it was already too late to adjust rest planning. I had also just returned from a company trip with multiple time zone swaps; poor rest opportunities; and poor rest opportunity upon returning back to base. The crew performed remarkably well considering the last minute changes to rest planning but it did add to the difficulty of a major aircraft problem. Maintenance practices on recent work done on this engine need to be investigated. The engine catastrophically failed at cruise; additionally causing smoke and fumes; leaving an extremely difficult situation for the crew to recover.
I was the relief pilot ZZZ2-ZZZZ. I was sound asleep in the crew rest area (lower bunk) when I was awoken by several loud bangs and severe vibrations; followed by the smell of smoke. The other relief pilot (who was in top bunk) and I immediately exited the crew rest area. After opening the crew rest door I saw a significant amount of smoke; almost resembling dense fog all through the cabin and up into flight deck; I could barely see into the flight deck due to the severity of the smoke/fumes. Other relief pilot and I immediately entered the flight deck and donned our O2 masks. The airplane had just leveled at FL400. ELEC GEN DRIVE L and ENG OIL PRESS L checklists were being accomplished by the First Officer (FO). Captain was hand flying and making a left turn off the airway. Southeast driftdown was initiated to FL316. We were roughly 200 miles to ZZZ; initial course was established to ZZZ. Captain was busy flying and managing; FO was busy running checklists and backing up flight path/ATC comms; I established comms on SAT phone with Dispatch for weather/notams for ZZZ/ZZZ2; spoke with ATC at times and acquired info on available ground services. I also backed up the crew on approach procedures; diversion requirements; and emergency requirements. Other relief pilot was busy with running landing performance; backing up the crew; and securing the cabin. Crew made decision to divert to ZZZ as it had adequate weather conditions. All normal checklists were completed. Fuel imbalance checklist was completed. Thorough briefings were conducted. Engine was secured; smoke slowly dissipated during the descent. We were cleared for the RNAV GPS XX approach; we did one turn in the hold at ZZZZZ and then executed a safe single engine; flaps 20 approach and landing to Runway XX. After landing; we stopped the aircraft on the runway to get a full inspection from crash/fire/rescue. All was clear; we exited the runway and taxied to park on the ramp. APU was MEL'd; so we coordinated with Maintenance Control and ground ops to get adequate and safe external power connected to the airplane. External power was connected successfully and our only remaining engine was shut down. Catastrophic Engine Failure. Left engine was replaced the previous day.Aircraft had 4 MELs and 1 CDL:APU inopHUD inopFO EFB removedNitrogen Generation DegradedI witnessed the Captain/FO struggling to communicate with their O2 masks on. It's because this aircraft was not equipped with HOT mics. Every time they wanted to speak they had to hit the transmit button for it to come over the speaker so often things had to be repeated. This is a major safety issue and made this situation significantly more challenging. All company 777's need to be immediately equipped with hot mics for safety reasons.
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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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