B747-400 air carrier crew reported an engine fire warning during the initial climb in instrument weather conditions and a shutdown of the engine. The flight diverted to an alternate airport and landed on the runway; then was towed to the ramp.
Synopsis
B747-400 air carrier crew reported an engine fire warning during the initial climb in instrument weather conditions and a shutdown of the engine. The flight diverted to an alternate airport and landed on the runway; then was towed to the ramp.
Narrative
We landed in ZZZZ from ZZZZ1 with aircraft Aircraft X; which had a deferred maintenance item (Demand Hydraulic Pump One); previously deferred in ZZZ.Upon arrival in ZZZZ; we received all required paperwork for the next sector to ZZZ (flight plan; weather; temperature-sensitive cargo documentations). After receiving the weight and balance form from the loadmaster; I ran the Flight Deck Performance (FDP) calculations and noted that we were overweight by 6;220 kg due to a performance penalty associated with the Deferred Maintenance Item (DMI).I immediately contacted Dispatch to confirm the performance numbers; which were validated. I then informed the loadmaster that we would need to offload at least 6;220 kg--preferably more--to provide a buffer for potential density altitude variations or a wet runway due to nearby convective activity. Several pallets were offloaded accordingly; and I requested a revised flight plan to reflect the updated payload and fuel.Once we confirmed compliance with takeoff performance requirements; I instructed the First Officer to request 30 seconds on the runway before takeoff to assess weather and adjust the radar as needed. After advising the Tower that we were ready for departure; we were instructed to maintain runway heading instead of flying the planned ZZZZZ X SID.Shortly after takeoff; we received a FIRE ENG 1 EICAS message. We immediately [requested priority handling] with ATC and advised we would follow the engine-out procedure. At a safe altitude; we performed the immediate action items; followed by the non-normal checklist. The fire was extinguished after approximately three minutes and the discharge of two fire extinguisher bottles.Due to the deferred Demand Pump #1; we subsequently received a HYD SYS 1 PRESS EICAS message after engine shutdown. Using CRM and Threat & Error Management (TEM); we collectively determined that returning to ZZZZ was not a viable option. I attempted to contact the company via SATCOM; but the number was not programmed. We notified ATC of our intent to divert to ZZZZ2; provided souls on board and fuel remaining; and requested a tow on arrival.ATC cleared us direct to the initial approach fix for the ILS Runway XX. I requested extended vectors to provide time for checklist completion. Once flaps were extended to position 5 in secondary mode; I proceeded with alternate gear extension. With the aircraft fully configured; I disconnected the Autopilot and performed a normal landing using inboard (2 & 3) reversers and autobrakes setting 4.We came to a full stop on the runway and awaited inspection. The fire marshal confirmed no signs of fire; brakes were cool; and tires were in good condition. We remained on the runway for approximately 37 minutes while ground personnel coordinated with our in-flight mechanic. Stairs were brought to allow the mechanic to deplane.After completing the tow-in procedure; we were moved to a remote stand. The CVR circuit breaker was pulled; and we completed all appropriate checklists to secure the aircraft.
Second reporter narrative
Long duty day; ground delay for cargo offloading because Demand Pump#1 was INOP; limited on gross take off weight because of the Demand Pump INOP; and airport weather was starting to build up at the end of Runway XY;I was pilot monitoring. Right before takeoff we requested to hold on Runway XY to see if weather radar could get any cell buildup at the end of Runway XY. ATC changed our instructions to fly runway heading after takeoff when we were lining up to Runway XY. We commence the takeoff roll as I call 'positive rate' and bring the gear up the fire bell starts going off and I see the warning message FIRE ENG 1. We silence the fire bell; Captain and pilot on the observer seat continue flying the special procedure. We [requested priority handling]; clean the airplane; and start the immediate action items. As we are following standard engine failure procedures; we complete the Engine Fire non-normal checklist (NNC) and we get a caution message HYD PRESS SYS 1. At this point we decide not to return back to ZZZZ and ask vectors for ZZZZ2. ATC gives us direct ZZZZZ2 then continues us on direct ZZZZZ3 for ILS Runway XX. We ask for delayed vectors; so we have enough time to bring the flaps and gear and complete the deferred items on the checklist. Continue the ILS approach for Runway XX; Captain disconnects Autopilot around 1600' and we land. We make a full stop at Runway XX; until we got towed into the ramp.Cause: Demand Pump INOP; and full takeoff thrust could have triggered the engine fire.Suggestions: Flying with an extra crew member on ZZZZ flights. I'm glad that we had four crew members on this flight. We were IFR flying runway heading right on course to terrain; but because we had the extra crew members; they were able to assist the Captain flying the special procedure making the cockpit environment more controlled and making me able to do my pilot monitoring responsibilities more at ease.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.