Narrative:

It was a rather heavy takeoff from phx (174000#). Since we had taxied a long way I elected to leave the gear extended longer than normal to allow for additional brake cooling. At 700' AGL I raised the landing gear (the copilot was flying). At this time the #1 engine failed. The F/east called the failure and downloaded electrics. We continued straight ahead and cleaned the aircraft. The F/east asked if we should dump fuel. I said 'yes...dump down to 6000 per tank.' my intent was to give him a figure to dump to--a figure that I could revise if needed. At the same time we received a frequency change to departure control. My recollection is this occurred shortly after the failure. When I contacted departure control I informed them of our problem and that we would be dumping fuel. Their reply was to the effect, 'do what you need to do.' they gave us a vector to the northeast. The F/east said, 'fuel dump in progress.' we continued the climb and discussed a restart. We had good windmilling RPM and oil pressure so we attempted 1 restart with no luck. We then secured the engine per the checklist, reviewed applicable 2-ENG approach procedures, completed the normal checklists, made the passenger announcements, briefed the F/a's, and I landed the aircraft. The landing was uneventful. I felt like I had good control of the situation by having the copilot continue to fly. I brief it this way: I tell them their only responsibility is to fly the airplane. I work the radios and work the checklist with the F/east. In this way, I can monitor both the F/east and the copilot and keep up with the ATC situation. Once the situation is stabilized and we are ready to begin the approach, I take the aircraft and make the landing. This was my plan and it is what we did. One final note: runway 8R was closed during our takeoff. Phx tower opened the runway for our landing due to the availability of an ILS. On final approach tower advised us there were some sandbags on the #'south. I elected to continue for 8R because I felt the availability of a G/south, and an immediately landing made 8R the safest choice.

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Original NASA ASRS Text

Title: ENGINE FLARE ON LGT. FUEL DUMPED. RETURNED, LANDED. COMPLAINT REGARDING FUEL DUMPED AT LOW ALT.

Narrative: IT WAS A RATHER HEAVY TKOF FROM PHX (174000#). SINCE WE HAD TAXIED A LONG WAY I ELECTED TO LEAVE THE GEAR EXTENDED LONGER THAN NORMAL TO ALLOW FOR ADDITIONAL BRAKE COOLING. AT 700' AGL I RAISED THE LNDG GEAR (THE COPLT WAS FLYING). AT THIS TIME THE #1 ENG FAILED. THE F/E CALLED THE FAILURE AND DOWNLOADED ELECTRICS. WE CONTINUED STRAIGHT AHEAD AND CLEANED THE ACFT. THE F/E ASKED IF WE SHOULD DUMP FUEL. I SAID 'YES...DUMP DOWN TO 6000 PER TANK.' MY INTENT WAS TO GIVE HIM A FIGURE TO DUMP TO--A FIGURE THAT I COULD REVISE IF NEEDED. AT THE SAME TIME WE RECEIVED A FREQ CHANGE TO DEP CTL. MY RECOLLECTION IS THIS OCCURRED SHORTLY AFTER THE FAILURE. WHEN I CONTACTED DEP CTL I INFORMED THEM OF OUR PROB AND THAT WE WOULD BE DUMPING FUEL. THEIR REPLY WAS TO THE EFFECT, 'DO WHAT YOU NEED TO DO.' THEY GAVE US A VECTOR TO THE NE. THE F/E SAID, 'FUEL DUMP IN PROGRESS.' WE CONTINUED THE CLB AND DISCUSSED A RESTART. WE HAD GOOD WINDMILLING RPM AND OIL PRESSURE SO WE ATTEMPTED 1 RESTART WITH NO LUCK. WE THEN SECURED THE ENG PER THE CHKLIST, REVIEWED APPLICABLE 2-ENG APCH PROCS, COMPLETED THE NORMAL CHKLISTS, MADE THE PAX ANNOUNCEMENTS, BRIEFED THE F/A'S, AND I LANDED THE ACFT. THE LNDG WAS UNEVENTFUL. I FELT LIKE I HAD GOOD CONTROL OF THE SITUATION BY HAVING THE COPLT CONTINUE TO FLY. I BRIEF IT THIS WAY: I TELL THEM THEIR ONLY RESPONSIBILITY IS TO FLY THE AIRPLANE. I WORK THE RADIOS AND WORK THE CHKLIST WITH THE F/E. IN THIS WAY, I CAN MONITOR BOTH THE F/E AND THE COPLT AND KEEP UP WITH THE ATC SITUATION. ONCE THE SITUATION IS STABILIZED AND WE ARE READY TO BEGIN THE APCH, I TAKE THE ACFT AND MAKE THE LNDG. THIS WAS MY PLAN AND IT IS WHAT WE DID. ONE FINAL NOTE: RWY 8R WAS CLOSED DURING OUR TKOF. PHX TWR OPENED THE RWY FOR OUR LNDG DUE TO THE AVAILABILITY OF AN ILS. ON FINAL APCH TWR ADVISED US THERE WERE SOME SANDBAGS ON THE #'S. I ELECTED TO CONTINUE FOR 8R BECAUSE I FELT THE AVAILABILITY OF A G/S, AND AN IMMEDIATELY LNDG MADE 8R THE SAFEST CHOICE.

Data retrieved from NASA's ASRS site as of August 2007 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.