Narrative:

872;000 pound takeoff; thrust was to (takeoff); reported wind shear on to; N1 107% and flaps 20. The initial takeoff was normal we had just made the right turn and starting to accelerate when there was a loud bang with left yaw and roll. I glanced at the EICAS and noted #1 egt was pegged red and N1 had already rolled back. I called engine failure number 1. After determining that our flight path was correct and no other problems we decided to [advise ATC] and stay on the SID. We decided this was the best course of action as we were already past the eo (engine out) turn point and the aircraft was climbing well. We cleaned up the aircraft ran the severe engine damage checklist and then requested vectors to begin fuel dump. ATC vectored us south at 9000 ft where we commenced fuel dumping in accordance with the QRH the fuel dump was completed. During this time we requested landing data; 1 engine inoperative; with autoland. The results came back autoland prohibited with a non-normal. This is not correct so we requested dispatch to also run the numbers they got the same result. Dispatch talked with [maintenance control] who agreed that autoland was available with 1 engine inoperative. We finished our briefing and informed ATC we were ready for the approach. After informing ATC we were ready for the approach we were cleared direct and cleared for the ILS. The ILS and landing were normal. After exiting the runway we requested [emergency crews] to inspect the #1 engine for damage; none was noted so we taxied back to the ramp for a normal shutdown.

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Original NASA ASRS Text

Title: B747 flight crew reported a loud bang during climb out followed by yaw and roll. The flight crew elected to return to the departure airport.

Narrative: 872;000 pound takeoff; thrust was TO (Takeoff); reported wind shear on TO; N1 107% and Flaps 20. The initial takeoff was normal we had just made the right turn and starting to accelerate when there was a loud bang with left yaw and roll. I glanced at the EICAS and noted #1 EGT was pegged red and N1 had already rolled back. I called engine failure number 1. After determining that our flight path was correct and no other problems we decided to [advise ATC] and stay on the SID. We decided this was the best course of action as we were already past the EO (Engine Out) turn point and the aircraft was climbing well. We cleaned up the aircraft ran the Severe engine Damage checklist and then requested vectors to begin fuel dump. ATC vectored us south at 9000 ft where we commenced fuel dumping in accordance with the QRH the fuel dump was completed. During this time we requested landing data; 1 engine INOP; with autoland. The results came back autoland prohibited with a non-normal. This is not correct so we requested dispatch to also run the numbers they got the same result. Dispatch talked with [Maintenance Control] who agreed that autoland was available with 1 engine INOP. We finished our briefing and informed ATC we were ready for the approach. After informing ATC we were ready for the approach we were cleared direct and cleared for the ILS. The ILS and landing were normal. After exiting the runway we requested [emergency crews] to inspect the #1 engine for damage; none was noted so we taxied back to the ramp for a normal shutdown.

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.