Narrative:

I was pilot flying on flight XXX. It was planned as a reduced thrust flaps 15 takeoff. Winds presented a light crosswind from right. All routine until rotation. As I rotated into the toga (take-off/go-around) reference line on the HUD; the aircraft yawed to the left and there was a loud banging from the left side of the aircraft with a marked loss of performance. The captain and relief pilot called out 'engine failure'. The captain told ATC that we were experiencing an engine problem and would be tracking on the engine out t-procedure. Another aircraft reported that they had observed 25 foot sheets of flame emanating from our left engine. I continued to follow the command bars and asked for the eo (engine out) procedure to be executed on the FMC. At approximately 400 feet AGL I engaged the autopilot. The eo prompt was not available on the FMC; so I engaged heading select on the MCP (mode control panel) and flew the engine out T procedure with the heading bug; utilizing the VOR radial/DME guidance that had been preset in the box before takeoff. The banging stopped and aircraft performance improved. Flaps were retracted on engine out schedule at 800 feet AGL. The left engine had returned to normal operating parameters. We ran the engine surge left emergency checklist as prompted by the EICAS. The checklist directed us to continue the flight as the engine surge message remained blank with all the engine parameters in the normal range. None of us on the crew thought it an appropriate course of action to take the aircraft on a continued 14 hours ETOPS flight. Coordination was made with ATC for delay vectors and a fuel dump; having to avoid some weather off the coast. Captain conference called on satcom and maintenance control concurred that returning to [the departure airport] was the appropriate course.after adjusting our gross weight to maximum landing weight; a normal and uneventful approach and landing was made and we taxied to the gate.

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Original NASA ASRS Text

Title: B787 Flight Crew reported that an engine malfunctioned at takeoff.

Narrative: I was pilot flying on Flight XXX. It was planned as a reduced thrust flaps 15 takeoff. Winds presented a light crosswind from right. All routine until rotation. As I rotated into the TOGA (Take-off/Go-Around) reference line on the HUD; the aircraft yawed to the left and there was a loud banging from the left side of the aircraft with a marked loss of performance. The Captain and relief pilot called out 'engine failure'. The Captain told ATC that we were experiencing an engine problem and would be tracking on the engine out T-procedure. Another aircraft reported that they had observed 25 foot sheets of flame emanating from our left engine. I continued to follow the command bars and asked for the EO (Engine Out) procedure to be executed on the FMC. At approximately 400 feet AGL I engaged the autopilot. The EO prompt was not available on the FMC; so I engaged HDG SELECT on the MCP (Mode Control Panel) and flew the engine out T procedure with the heading bug; utilizing the VOR radial/DME guidance that had been preset in the box before takeoff. The banging stopped and aircraft performance improved. Flaps were retracted on engine out schedule at 800 feet AGL. The left engine had returned to normal operating parameters. We ran the ENG SURGE L Emergency Checklist as prompted by the EICAS. The checklist directed us to continue the flight as the ENG SURGE message remained blank with all the engine parameters in the normal range. None of us on the crew thought it an appropriate course of action to take the aircraft on a continued 14 hours ETOPS flight. Coordination was made with ATC for delay vectors and a fuel dump; having to avoid some weather off the coast. Captain conference called on SATCOM and Maintenance Control concurred that returning to [the departure airport] was the appropriate course.After adjusting our gross weight to maximum landing weight; a normal and uneventful approach and landing was made and we taxied to the gate.

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.