Narrative:

The takeoff was done by the captain. Due to the heavy weight of 365;000 lbs and obstacle departure procedure we elected to use a maximum thrust takeoff setting. Takeoff roll and rotation was normal. At 400 feet we selected LNAV and commenced the right turn for the departure. At approximately 600-700 feet AGL; in the right turn; there was a slight jerk to the left and the aircraft stopped turning. We both verified the left engine had quit. The engine failure was sudden and without warning. There were no abnormal indications prior to the engine failure. After verifying what happened we were over our turn point for the special engine out procedure. Heading select was called for and we continued the right turn. At this point we contacted ATC and advised them of our intention to fly the 206 heading. We continued the climb to level off height and began to speed up and clean up the aircraft. At this time we also confirmed that the left engine had flamed out. We coordinated with ATC for a higher altitude and began to run the 'engine failure/shutown' checklist. We both agreed that attempting a restart would be time consuming and distracting; and going to [destination] was obviously not an option anymore. We made the decision to land single engine back in ZZZ. After finishing the 'engine failure/shutdown' checklist we consulted the non-normal configuration landing distance table. We were going to land at approximately 360;000 lbs; about 32;000 lbs over weight. We had virtually no center tank fuel to dump and we were still feeding the good engine with what was left in the center tank which was about 3;000 lbs. We asked for and were given the longest runway for landing which gave us about 2;000 feet more runway for the overweight landing. The approach and landing were uneventful. Manual brake usage was used on rollout and were what I would describe as minimal. Deceleration was normal with maximum reverse thrust used on the right engine. After turning left we informed the tower we would let the fire crew examine the left engine. At this time we were informed by fire crew that there was fluid leaking out of the left engine. Also at this time fire crew notified us of smoking left brakes. Not wanting a pool of fuel by the hot brakes we cleared the fire crew away and continued the taxi; very slowly; east towards the ramp to cool the brakes. The hottest brake temperature we saw on the left was one 9 and three 8's. The right side was mostly 5 and 6. While taxing we were informed that the leak was still there. With brakes as hot as they were; the possibility of fuel leaking and the potential for thermal plug discharge; we elected to stop the aircraft and chock the aircraft. While waiting for ground support the brakes cooled to reasonable levels. That's when the thermal plugs started to blow. The brake temperatures at this time were one 7 and three 6's. We lost 3 tires on the left side while waiting for ground support.

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Original NASA ASRS Text

Title: B767-300 flight crew experiences a sudden engine failure at 700 feet AGL after takeoff. The engine is shut down and the flight returns to the departure airport for an overweight landing. ARFF reports fluid leaking from the shut down engine and three of the four tires on that truck deflate due to temperature.

Narrative: The takeoff was done by the Captain. Due to the heavy weight of 365;000 lbs and obstacle departure procedure we elected to use a maximum thrust takeoff setting. Takeoff roll and rotation was normal. At 400 feet we selected LNAV and commenced the right turn for the departure. At approximately 600-700 feet AGL; in the right turn; there was a slight jerk to the left and the aircraft stopped turning. We both verified the left engine had quit. The engine failure was sudden and without warning. There were no abnormal indications prior to the engine failure. After verifying what happened we were over our turn point for the special engine out procedure. Heading select was called for and we continued the right turn. At this point we contacted ATC and advised them of our intention to fly the 206 heading. We continued the climb to level off height and began to speed up and clean up the aircraft. At this time we also confirmed that the left engine had flamed out. We coordinated with ATC for a higher altitude and began to run the 'Engine failure/Shutown' checklist. We both agreed that attempting a restart would be time consuming and distracting; and going to [destination] was obviously not an option anymore. We made the decision to land single engine back in ZZZ. After finishing the 'Engine failure/Shutdown' checklist we consulted the Non-Normal Configuration Landing Distance Table. We were going to land at approximately 360;000 lbs; about 32;000 lbs over weight. We had virtually no center tank fuel to dump and we were still feeding the good engine with what was left in the center tank which was about 3;000 lbs. We asked for and were given the longest runway for landing which gave us about 2;000 feet more runway for the overweight landing. The approach and landing were uneventful. Manual brake usage was used on rollout and were what I would describe as minimal. Deceleration was normal with maximum reverse thrust used on the right engine. After turning left we informed the tower we would let the fire crew examine the left engine. At this time we were informed by fire crew that there was fluid leaking out of the left engine. Also at this time fire crew notified us of smoking left brakes. Not wanting a pool of fuel by the hot brakes we cleared the fire crew away and continued the taxi; very slowly; East towards the ramp to cool the brakes. The hottest brake temperature we saw on the left was one 9 and three 8's. The right side was mostly 5 and 6. While taxing we were informed that the leak was still there. With brakes as hot as they were; the possibility of fuel leaking and the potential for thermal plug discharge; we elected to stop the aircraft and chock the aircraft. While waiting for ground support the brakes cooled to reasonable levels. That's when the thermal plugs started to blow. The brake temperatures at this time were one 7 and three 6's. We lost 3 tires on the left side while waiting for ground support.

Data retrieved from NASA's ASRS site 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.