A B777 developed an engine anti-ice valve fault which could not be corrected. Assigned ETOPS alternates required anti-ice capablities so the flight was diverted to a non ice impacted airport because of fuel considerations. International airspace restrictions presented a problem.
Synopsis
A B777 developed an engine anti-ice valve fault which could not be corrected. Assigned ETOPS alternates required anti-ice capablities so the flight was diverted to a non ice impacted airport because of fuel considerations. International airspace restrictions presented a problem.
Narrative
After reaching cruise altitude; we received an EICAS message that our right engine anti ice valve had failed. We ran the checklist but the valve was still not operative. We called Dispatch on SATCOM and were patched in with maintenance. We were told the valve was latched closed and could not be opened. Unfortunately; our ETOPS alternates required the planned use of engine anti-ice so they were no longer legal for entry into ETOPS airspace and no other suitable alternates were available. We were in clear conditions so there was no immediate problem an ETOPS entry was about 90 min away. Dispatch ran several scenarios into their flight planning system to try and change our destination in order to find us ETOPS alternates that didn't require the planned use of engine anti-ice and met our fuel requirements. After about an hour; nothing acceptable was found; so we planned to return to departure airport. The weather had improved there to CAVOK and during the departure no engine anti ice was required so we felt this was the best course of action. Dispatch agreed. We were now in Russian airspace and after numerous requests were given a clearance back to our departure point. Several minutes later the Russian Controller informed us authorities would not allow us back into their airspace and we could land in Russia. There was icing forecast there so that was not acceptable. The Captain conferred with Dispatch and they recommended we declare an emergency and in order to return. The Captain did so but it didn't make any difference. The Authorities refused our request again. At this point; we asked about another foreign airport which was clear and Dispatch agreed we could go there as engine anti-ice would not be required. We had already declared an emergency trying to return and the Russian and Japanese controllers gave us the required clearances. Dispatch and Maintenance recommended an over weight landing at approximately 510;000 lbs. All performance and landing data was checked and was acceptable. An uneventful; normal landing was made.
Second reporter narrative
De-iced aircraft wings takeoff. Had to wait close to 30 min for clearance for takeoff. At level off; when the power came back; got an 'ENG ANTI-ICE R' EICAS message. Ran the abnormal check-list-no help. ACARS Dispatch as SATCOM was EICASED 'lost'. They got Maintenance on the line after we finally got SATCOM back up. He suggested some ideas; like running the power on that engine up with the valve switch 'ON'. Again; no change. I told Dispatch of options I thought would work - return to the departure airport or divert to a different oceanic station. We are still heading north; now in Russian airspace. Again; I said what about the oceanic station (our departure airport now had thunderstorms); 45 min later; they came up with heading oceanic station. We determined the fuel was not there. I then told Dispatch we were going back to our departure airport. Got the Russian Controllers to understand we needed to return; and reversed course. Minutes later; the controller told us the foreign government would not let us in. Dispatch said they just talked to an airport in that country; and no problem. I again told him; the government said NO. Then I threw TK thinking out the window and told the Dispatcher we were heading to another Asian airport where the weather was clear and we had plenty of fuel. The Russian controllers were very helpful; figured out a route for us; and we headed east. My First Officer asked Dispatch and Maintenance if they wanted us to dump fuel or land overweight; and they said land overweight. First Officer made a smooth touchdown and we pulled into the gate without further incident.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.