Narrative:

Normal pre-flight; normal pushback and taxi; in the seats were; myself; and the flying first officer. It was the first officer's leg. Upon takeoff clearance; we began the takeoff roll. It was a normal takeoff and at approximately 400-500 ft AGL; we got an EICAS message 'engine fuel filt-left'. We continued the climb and ran the after takeoff checklist and then the 'QRH engine fuel filt' checklist. At this point we advised ATC that we needed to return to the field and needed some time to prepare for a return. We were given a level off altitude of 5;000 ft. We then called dispatch; and got a patch to maintenance. We made this call on satcom; and were disconnected; so we once again needed to reestablish the call. Not until level off; did the EICAS message disappear. The message was still in the status page. We conferred with maintenance (which they confirmed that a return was required) and dispatch; and while we ran the numerous checklist; and calls to the back and informed or very capable purser; we began to prepare to dump fuel in order to get down to landing weight. We were placed in a holding; and then given a vector to some 120 miles from the field to the dump area. We were not comfortable flying out so far from the field; and then having to return the same distance with the fuel filter problem. We decided once we were given those instructions; that we would stay holding at the outer marker; and prepared for our return to the field. We asked dispatch to run performance data for us; (an overweight landing at approximately 380;000 pounds) and to advise all parties of our impending return. The aircraft operated completely normal; so not until we requested approach clearance and were given it; did we declare an in-flight emergency. Once we had completed all checklists; reviewed performance data; we were then ready for the approach; at which time first officer gave the airplane back to me and he then became the pilot not flying. I was now the flying pilot. The approach and landing was normal. We did an overweight landing at 380;000 pounds. Once we exited the runway; the airport fire trucks were on site and stationed behind the airplane. We canceled the emergency; and since the brakes got hot; we decided to be towed to the gate. The mechanics came out to the taxiway; did an inspection of the brakes; and towed us to a hardstand. We ran other checklist; overweight landing and also the brake temp checklist. Once at a remote parking stand; the mechanics were not able to complete all the required checks that maintenance needed in time; and it was my understanding; that a high power run up was required per maintenance; and the airport would have none of that in the middle of the night. As it was; we the entire crew had run past our legal duty time and the flight canceled in order to complete the necessary repairs and checks and because of the time required. I again need to thank; the entire flight crew; both my flight officers; and the in-flight crew for a job well done. Everyone on board handled this incident with the utmost professionalism. Our relief pilot was invaluable to the successful outcome of the return to the field. He ran numerous checklists; called the company; and kept the cabin informed. He ran performance numbers for us; and checklist. The first officer again flew a good airplane and allowed me to work with the relief pilot; dispatch; maintenance; and the cabin crew.

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Original NASA ASRS Text

Title: A B767 EICAS alerted ENG FUEL FILT - L at 500 FT after takeoff so the QRH was complied with; an emergency declared and the flight returned to land overweight without dumping fuel because the dump area was too far away.

Narrative: Normal pre-flight; normal pushback and taxi; in the seats were; myself; and the flying First Officer. It was the First Officer's leg. Upon takeoff clearance; we began the takeoff roll. It was a normal takeoff and at approximately 400-500 FT AGL; we got an EICAS message 'ENG FUEL FILT-L'. We continued the climb and ran the After Takeoff checklist and then the 'QRH ENG FUEL FILT' checklist. At this point we advised ATC that we needed to return to the field and needed some time to prepare for a return. We were given a level off altitude of 5;000 FT. We then called Dispatch; and got a patch to Maintenance. We made this call on SATCOM; and were disconnected; so we once again needed to reestablish the call. Not until level off; did the EICAS message disappear. The message was still in the status page. We conferred with Maintenance (which they confirmed that a return was required) and Dispatch; and while we ran the numerous checklist; and calls to the back and informed or very capable Purser; we began to prepare to dump fuel in order to get down to landing weight. We were placed in a holding; and then given a vector to some 120 miles from the field to the dump area. We were not comfortable flying out so far from the field; and then having to return the same distance with the fuel filter problem. We decided once we were given those instructions; that we would stay holding at the outer marker; and prepared for our return to the field. We asked Dispatch to run performance data for us; (an overweight landing at approximately 380;000 LBS) and to advise all parties of our impending return. The aircraft operated completely normal; so not until we requested approach clearance and were given it; did we declare an in-flight emergency. Once we had completed all checklists; reviewed performance data; we were then ready for the approach; at which time First Officer gave the airplane back to me and he then became the pilot not flying. I was now the flying pilot. The approach and landing was normal. We did an overweight landing at 380;000 LBS. Once we exited the runway; the airport fire trucks were on site and stationed behind the airplane. We canceled the emergency; and since the brakes got hot; we decided to be towed to the gate. The mechanics came out to the taxiway; did an inspection of the brakes; and towed us to a hardstand. We ran other checklist; Overweight Landing and also the Brake Temp checklist. Once at a remote parking stand; the mechanics were not able to complete all the required checks that Maintenance needed in time; and it was my understanding; that a high power run up was required per Maintenance; and the airport would have none of that in the middle of the night. As it was; we the entire crew had run past our legal duty time and the flight canceled in order to complete the necessary repairs and checks and because of the time required. I again need to thank; the entire flight crew; both my flight officers; and the in-flight crew for a job well done. Everyone on board handled this incident with the utmost professionalism. Our Relief Pilot was invaluable to the successful outcome of the return to the field. He ran numerous checklists; called the company; and kept the cabin informed. He ran performance numbers for us; and checklist. The First Officer again flew a good airplane and allowed me to work with the Relief Pilot; Dispatch; Maintenance; and the cabin crew.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.