B777 flight crew reported an engine malfunction on departure resulting in an inflight shutdown and return to departure airport.
Synopsis
B777 flight crew reported an engine malfunction on departure resulting in an inflight shutdown and return to departure airport.
Narrative
Takeoff with no abnormal engine indications; landing gear retracted. At approximately. 500 ft AGL on climb aircraft yawed to the left; a decrease in thrust was noted; engine vibration was felt; and left engine EGT (Exhaust Gas Temperature) displayed red with temp approximately 800 degrees. Positive control was achieved; [Advised ATC]; and runway track was maintained. Coordinated with ATC for level off at 1500 ft. and the aircraft was configured flaps up. Autopilot was engaged and controls were transferred to First Officer. SVR ENGINE DAMAGE/ Engine separation and engine fail checklists were accomplished to secure engine. Dispatch was notified and decision to return to ZZZ was made. The crew conversed and decided to dump fuel to lower the landing weight; and decrease approach speed considering the auto brakes were placarded INOP. ATC coordinated climb to 5000 ft; present position hold executed. Fuel jettison checklist was accomplished started and completed. Approximately 60;000 lbs of fuel was jettisoned. While dumping fuel; brief model was run to Purser and a PA was made to the passengers concerning the return to ZZZ. Cloud build ups were developing in the area with turbulence affecting to ride conditions. A return to ZZZ was coordinated with ATC and the overweight landing checklist accomplished. At this point the Captain resumed the flying duties while the FO and Relief Pilot resumed their duties as PM and coordinator with cabin crew. Cabin was prepared and made ready for arrival. Runway XXR was chosen as the best option for the landing. ILS approach was selected; all remaining checklists were accomplished. Normal flaps 20 approach and landing was conducted and aircraft was gently stopped with approximately 1000 ft. remaining. A PA was made to the passengers to remain seated; coordination was made with the cabin crew as to determine any abnormal indications. None were noted. Crash / Fire inspection was carried out and completed with no observable abnormal indications. Gear synoptic was selected and there were no abnormal indications present; at that point the after Landing Checklist was completed.The decision was made by the crew to taxi to gate XX to deplane passengers and was accomplished without incident. Because of the engine power needed to taxi the aircraft; a decision was made to stop the jet on the lead in line and have a tug tow the aircraft the remaining distance to the gate. This would mitigate the threat of damage or injury to persons; aircraft and equipment in the gate area. After coordinating with OPS and ramp control; the aircraft was towed to the gate; parking checklist completed. A final PA to the passengers was made. Maintenance came up to the cockpit to discuss the incident and obtain data for their probe into the cause. The crew cooperated with maintenance and asked how this should be written up. The crew was told that it already had been written up and a logbook entry was already added. The Flight deck crew went back to the first class cabin to debrief with the Cabin crew. The safety model was used and a great discussion occurred with positive results. Final calls to the Chief Pilot and [maintenance] were made and the narrative was presented with no further discussion necessary.As maintenance was eager to get the jet to the hanger; the crew deplaned and walked to an airport restaurant to debrief and get some well deserved nourishment. Again; the safety model was used and the incident was discussed in detail. We concluded that overall it was very successful outcome to the situation. The aircraft was never in an unsafe condition; the checklists were accomplished in a timely manner; and all three crew were included in the discussions for the actions and decisions to be made. As always there were things we could have done better and although these minor errors never posed as a threat to the safety of flight; they could of fell short of the level to which we all want to perform. Overall the cockpit andcabin crew rose to the level that was expected of them; leading to a successful outcome.
Second reporter narrative
During takeoff roll; all indications were normal. At VR; the aircraft was rotated and; shortly after positive rate was confirmed; the gear was selected up. Within seconds; a loud bang was heard originating from the left engine (Engine#1); immediately followed by a rapid increase in EGT (Exhaust gas Temperature) on that engine. There was no associated ICAS messages; but the EGT spiked significantly. The Captain performed initial memory items for abnormal engine indications; crew continued to monitor engine parameters and continued with company's engine out procedures (Advised ATC at that time). Upon leveling off at the initial cleared altitude; the Captain transferred the control to myself; the First Officer; so he could begin running the Engine failure/severe damage checklist with the relief pilot; coordinate with company dispatch; brief the flight attendants; and make the appropriate passenger announcements. While the Captain and Relief Pilot managed checklist duties; myself the (First Officer) continued flying the aircraft and maintained communications with ATC. After proper checklist were ran; crew advise tower of a return for landing and the approach and landing phase was uneventful; with no further abnormalities noted.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.