Narrative:

Immediately after takeoff from runway 27L, the cockpit began to fill with smoke. Crew donned oxygen masks. I declared an emergency with heathrow tower. A few seconds later the purser reported the cabin was filling with smoke. Smoke was dense and increasing rapidly. I turned off the runway centerline to position the aircraft for a course reversal and immediate downwind landing if it became necessary. Upon autothrottle thrust reduction, the left engine seized. We secured the engine. The smoke began to dissipate and we flew a visual l-hand pattern to a single engine landing on runway 27L at lhr. Overweight landing, at approximately 547500 pounds. Touchdown smooth, rollout normal. Cleared runway, had crash fire rescue equipment inspect aircraft. Taxied to gate with fire escort. Deplaned passenger at gate. Callback conversation with reporter revealed the following information: the reporter stated the first hint of trouble was smoke in the cockpit and it was not just the typical smell and acrid odor of overheated ducting, but smoke from the burning engine oil. The reporter said after shutting the engine down the smoke dissipated. The reporter said the left engine indications were inoperative and when on the ground it was found an external oil fire had burned through the aluminum electrical conduit damaging the wiring. The local maintenance people believed the #2 bearing oil seal failed causing the loss of oil pressure and quantity but did not explain the burn through that caused the external oil fire. The reporter stated the engine was impounded by the british civil aeronautical board and the NTSB and sent to the manufacturer for engine teardown and investigation. The reporter said local maintenance reported the engine was not seized but the reporter witnessed a mechanic attempting to turn the fan and could not move it. The reporter stated that after a review of the events in the cockpit during the emergency some procedures need to be revised such as giving the relief pilot additional duties to perform. Callback conversation with reporter acn 409690 revealed the following information: the reporter stated the aircraft took off at maximum gross weight and at 200 ft discovered smoke rolling out from under the reporter's instrument panel and then noticed a loss of thrust. The reporter said the aircraft was climbed at 400 FPM and at 230 KTS. Callback conversation with reporter acn 409689 revealed the following information: the reporter stated the cause of the engine failure is believed to be the #2 bearing oil seal failure and this engine was the last engine in the fleet that needed to be modified with the new bearing seal. The reporter said the total flying time was a total of 12 mins. The reporter stated the engine was impounded for investigation and teardown by the manufacturer.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B777, IMMEDIATELY AFTER TKOF AT 200 FT, DECLARED AN EMER AND DIVERTED DUE TO SMOKE IN THE COCKPIT CAUSED BY A FAILED #1 ENG AND ENG OIL FIRE.

Narrative: IMMEDIATELY AFTER TKOF FROM RWY 27L, THE COCKPIT BEGAN TO FILL WITH SMOKE. CREW DONNED OXYGEN MASKS. I DECLARED AN EMER WITH HEATHROW TWR. A FEW SECONDS LATER THE PURSER RPTED THE CABIN WAS FILLING WITH SMOKE. SMOKE WAS DENSE AND INCREASING RAPIDLY. I TURNED OFF THE RWY CTRLINE TO POS THE ACFT FOR A COURSE REVERSAL AND IMMEDIATE DOWNWIND LNDG IF IT BECAME NECESSARY. UPON AUTOTHROTTLE THRUST REDUCTION, THE L ENG SEIZED. WE SECURED THE ENG. THE SMOKE BEGAN TO DISSIPATE AND WE FLEW A VISUAL L-HAND PATTERN TO A SINGLE ENG LNDG ON RWY 27L AT LHR. OVERWT LNDG, AT APPROX 547500 LBS. TOUCHDOWN SMOOTH, ROLLOUT NORMAL. CLRED RWY, HAD CFR INSPECT ACFT. TAXIED TO GATE WITH FIRE ESCORT. DEPLANED PAX AT GATE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FIRST HINT OF TROUBLE WAS SMOKE IN THE COCKPIT AND IT WAS NOT JUST THE TYPICAL SMELL AND ACRID ODOR OF OVERHEATED DUCTING, BUT SMOKE FROM THE BURNING ENG OIL. THE RPTR SAID AFTER SHUTTING THE ENG DOWN THE SMOKE DISSIPATED. THE RPTR SAID THE L ENG INDICATIONS WERE INOP AND WHEN ON THE GND IT WAS FOUND AN EXTERNAL OIL FIRE HAD BURNED THROUGH THE ALUMINUM ELECTRICAL CONDUIT DAMAGING THE WIRING. THE LCL MAINT PEOPLE BELIEVED THE #2 BEARING OIL SEAL FAILED CAUSING THE LOSS OF OIL PRESSURE AND QUANTITY BUT DID NOT EXPLAIN THE BURN THROUGH THAT CAUSED THE EXTERNAL OIL FIRE. THE RPTR STATED THE ENG WAS IMPOUNDED BY THE BRITISH CIVIL AERO BOARD AND THE NTSB AND SENT TO THE MANUFACTURER FOR ENG TEARDOWN AND INVESTIGATION. THE RPTR SAID LCL MAINT RPTED THE ENG WAS NOT SEIZED BUT THE RPTR WITNESSED A MECH ATTEMPTING TO TURN THE FAN AND COULD NOT MOVE IT. THE RPTR STATED THAT AFTER A REVIEW OF THE EVENTS IN THE COCKPIT DURING THE EMER SOME PROCS NEED TO BE REVISED SUCH AS GIVING THE RELIEF PLT ADDITIONAL DUTIES TO PERFORM. CALLBACK CONVERSATION WITH RPTR ACN 409690 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT TOOK OFF AT MAX GROSS WT AND AT 200 FT DISCOVERED SMOKE ROLLING OUT FROM UNDER THE RPTR'S INST PANEL AND THEN NOTICED A LOSS OF THRUST. THE RPTR SAID THE ACFT WAS CLBED AT 400 FPM AND AT 230 KTS. CALLBACK CONVERSATION WITH RPTR ACN 409689 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE CAUSE OF THE ENG FAILURE IS BELIEVED TO BE THE #2 BEARING OIL SEAL FAILURE AND THIS ENG WAS THE LAST ENG IN THE FLEET THAT NEEDED TO BE MODIFIED WITH THE NEW BEARING SEAL. THE RPTR SAID THE TOTAL FLYING TIME WAS A TOTAL OF 12 MINS. THE RPTR STATED THE ENG WAS IMPOUNDED FOR INVESTIGATION AND TEARDOWN BY THE MANUFACTURER.

Data retrieved from NASA's ASRS site as of July 2007 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.