Narrative:

This was an ETOPS enroute verification flight due to #1 engine change. During preflight I called dispatch who connected me to maintenance control. Maintenance control verified this was the first flight for this engine and we were to monitor it and send in the code if all went well. Preflight; pushback; start up and taxi were all normal. I informed our jumpseat rider that this was the first flight for the engine and that we would power up for takeoff and delay just a bit to make sure the engines were spooled up and operating. We did just that. We departed and flew the departure with nothing out of the ordinary. Climbing through FL250 we received an engine oil press left EICAS on the #1 engine. The first officer observed the oil pressure somewhere between 50-70 psi. We also saw the egt had reached 675C. We ran the checklist and shut down the engine. We advised center; asked for lower altitude and a vector back. We ran the checklist. We ran the overweight landing checklist as we were slightly overweight. We were going to land approximately 10;000 lbs overweight. I deemed it safer to not delay the landing. We checked the fuel imbalance and it was negligible.we got vectors and were cleared for the ILS. We made sure tower was aware of our situation and the rescue vehicles were standing by. We landed uneventfully and exited on Q. We taxied to gate and talked to the rescue vehicles. They said nothing appeared to be on fire or smoking but that it did appear we had some 'scorching' on our wing. We taxied to the gate and deplaned through the jetway. Our jumpseater was a 757 captain who had been on the 777. He was a valuable resource to help in communication. I would also like to point out my first officer was extremely professional and performed his duties as the pilot monitoring quickly and efficiently. I was grateful for the whole crew.

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Original NASA ASRS Text

Title: B777 flight crew reported receiving an aircraft after an engine change. Climbing through FL250; engine oil pressure began to drop and the engine was shut down. The flight returned to the departure airport.

Narrative: This was an ETOPS Enroute Verification Flight due to #1 Engine Change. During preflight I called Dispatch who connected me to Maintenance Control. Maintenance Control verified this was the first flight for this engine and we were to monitor it and send in the code if all went well. Preflight; pushback; start up and taxi were all normal. I informed our jumpseat rider that this was the first flight for the engine and that we would power up for takeoff and delay just a bit to make sure the engines were spooled up and operating. We did just that. We departed and flew the Departure with nothing out of the ordinary. Climbing through FL250 we received an ENG OIL PRESS L EICAS on the #1 Engine. The FO observed the oil pressure somewhere between 50-70 PSI. We also saw the EGT had reached 675C. We ran the checklist and shut down the engine. We advised Center; asked for lower altitude and a vector back. We ran the checklist. We ran the Overweight Landing checklist as we were slightly overweight. We were going to land approximately 10;000 lbs overweight. I deemed it safer to not delay the landing. We checked the fuel imbalance and it was negligible.We got vectors and were cleared for the ILS. We made sure tower was aware of our situation and the rescue vehicles were standing by. We landed uneventfully and exited on Q. We taxied to gate and talked to the rescue vehicles. They said nothing appeared to be on fire or smoking but that it did appear we had some 'scorching' on our wing. We taxied to the gate and deplaned through the jetway. Our jumpseater was a 757 Captain who had been on the 777. He was a valuable resource to help in communication. I would also like to point out my FO was extremely professional and performed his duties as the pilot monitoring quickly and efficiently. I was grateful for the whole crew.

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.