Narrative:

Engine failure on takeoff after V2 runway xx. Weather VMC. Winds 135/05. Temp 29C. Heard a loud bang on initial climb out and noticed high egt exceedance on right engine. First officer flying. We flew the engine failure on takeoff procedure for runway xx (right turn 010 at VOR 5.0 DME). Just prior to tower hand off to departure control we heard a comment 'bird ingestion by 777 runway xx FOD on runway' we contacted departure and advised engine failure on takeoff runway xx turning right heading 010. Departure advised climb and maintain 7000 ft. Autopilot was engaged early. First officer monitored aircraft and radios. EICAS indicated engine fail right. We secured the engine in accordance with the engine fail right checklist. We never had any indication of an engine fire. We concurred that because of the tower's comments of FOD on the runway and the loud bang and high egt and vibration that time was of the essence and that the appropriate course of action would be to shut the engine down; even though we did have indications that the engine was still running and that egt was decreasing. We advised ATC of our intention to jettison fuel down to max landing weight and return to the departure airport and land runway yyr. ATC cleared us to 10000 ft and gave us clearance to jettison fuel. Jettison time was about 15 minutes and 56K of fuel was jettisoned. I called the lead flight attendant after the aircraft was stabilized and confirmed the status of the cabin; cabin crew; and passengers. She indicated that everything was normal in the cabin. I advised her of the situation and that we would be returning to the departure airport in about xx minutes and to expect a normal approach and landing and that a cabin prep was not necessary; however; emergency vehicles would be approaching the aircraft to inspect the engine prior to taxiing to the gate and that this was SOP. I also conveyed this information to the passengers. After fuel jettison was complete; we requested vectors for ILS runway yyr.the first officer was an ex-navy pilot with several thousand hours in transport category AC and I felt he was well qualified to continue the approach and landing uneventfully. After all checklists were complete and a thorough briefing with the first officer; the first officer continued the approach on the autopilot and disconnected it at approximately 300 ft to a normal landing. We stopped the aircraft on the runway per ATC request so that emergency vehicles could inspect the right engine prior to taxi to the gate. No fire damage was indicated and we were cleared to the gate. The brakes were hotter than normal. This was due to higher than normal approach speed; and a warm day. I requested that ramp personnel chock the aircraft so that I could release the parking brakes. They were reluctant to approach the wheels (understandably so) and advised the parking brake remained set. They positioned fans to cool the brakes at that time.after consulting with maintenance; they determined that there was no bird ingestion; and that an internal failure had been the cause and at this time the engine had now seized and they were unable to rotate the fan section. Maintenance advised that due to subsequent temperature stabilization occurring this was normal. On approach; the tower controller advised that there was FOD on the runway and they did not see any indication of fire on departure. Although; apparently some of the hot turbine parts that had exited the engine had started a few small grass fires adjacent to the runway and the departure end. Local managers and maintenance personnel met the aircraft for a thorough debrief. I contacted maintenance; [operations]; and dispatch for additional debrief. I also called tower to confirm what they observed and to thank all involved. The tower had made an assumption of a bird strike; because an aircraft departing prior to us did experience a bird strike. I filed a timely incident report as well. All crewmembers; dispatch; ATC; local maintenance; emergency response personnel; and all our support teams on the ground worked flawlessly and professionally together as we have all been trained to do. My sincere thanks to all of them! Great job everyone!

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Original NASA ASRS Text

Title: While rotating on takeoff; a B777's number two engine failed. The takeoff continued; flight vectored away from the airport for fuel dumping; checklists completed; and the flight returned to the departure airport for an uneventful landing.

Narrative: Engine failure on takeoff after V2 Runway XX. Weather VMC. Winds 135/05. Temp 29C. Heard a loud bang on initial climb out and noticed high EGT exceedance on right engine. FO flying. We flew the engine failure on takeoff procedure for runway XX (right turn 010 at VOR 5.0 DME). Just prior to Tower hand off to departure control we heard a comment 'bird ingestion by 777 runway XX FOD on runway' We contacted departure and advised engine failure on takeoff Runway XX turning right heading 010. Departure advised climb and maintain 7000 ft. Autopilot was engaged early. FO monitored aircraft and radios. EICAS indicated ENG FAIL R. We secured the engine in accordance with the ENG FAIL R checklist. We never had any indication of an engine fire. We concurred that because of the Tower's comments of FOD on the runway and the loud bang and high EGT and vibration that time was of the essence and that the appropriate course of action would be to shut the engine down; even though we did have indications that the engine was still running and that EGT was decreasing. We advised ATC of our intention to jettison fuel down to max landing weight and return to the departure airport and land Runway YYR. ATC cleared us to 10000 ft and gave us clearance to jettison fuel. Jettison time was about 15 minutes and 56K of fuel was jettisoned. I called the Lead Flight Attendant after the aircraft was stabilized and confirmed the status of the cabin; cabin crew; and passengers. She indicated that everything was normal in the cabin. I advised her of the situation and that we would be returning to the departure airport in about XX minutes and to expect a normal approach and landing and that a cabin prep was not necessary; however; emergency vehicles would be approaching the aircraft to inspect the engine prior to taxiing to the gate and that this was SOP. I also conveyed this information to the passengers. After fuel jettison was complete; we requested vectors for ILS Runway YYR.The FO was an ex-Navy pilot with several thousand hours in transport category AC and I felt he was well qualified to continue the approach and landing uneventfully. After all checklists were complete and a thorough briefing with the FO; the FO continued the approach on the autopilot and disconnected it at approximately 300 ft to a normal landing. We stopped the aircraft on the runway per ATC request so that emergency vehicles could inspect the right engine prior to taxi to the gate. No fire damage was indicated and we were cleared to the gate. The brakes were hotter than normal. This was due to higher than normal approach speed; and a warm day. I requested that ramp personnel chock the aircraft so that I could release the parking brakes. They were reluctant to approach the wheels (understandably so) and advised the parking brake remained set. They positioned fans to cool the brakes at that time.After consulting with maintenance; they determined that there was no bird ingestion; and that an internal failure had been the cause and at this time the engine had now seized and they were unable to rotate the fan section. Maintenance advised that due to subsequent temperature stabilization occurring this was normal. On approach; the Tower controller advised that there was FOD on the runway and they did not see any indication of fire on departure. Although; apparently some of the hot turbine parts that had exited the engine had started a few small grass fires adjacent to the runway and the departure end. Local managers and maintenance personnel met the aircraft for a thorough debrief. I contacted maintenance; [Operations]; and dispatch for additional debrief. I also called Tower to confirm what they observed and to thank all involved. The Tower had made an assumption of a bird strike; because an aircraft departing prior to us did experience a bird strike. I filed a timely incident report as well. All Crewmembers; Dispatch; ATC; Local Maintenance; Emergency Response Personnel; and all our support teams on the ground worked flawlessly and professionally together as we have all been trained to do. My sincere thanks to all of them! Great job everyone!

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.