Narrative:

Scheduled passenger flight bru-jfk. First officer flying, second first officer in jump seat. Takeoff gross weight 379000 pounds. Takeoff fuel 113000 pounds. Upon rotation (approximately 170 KTS), main gear still on runway, we felt and heard a loud thump and the aircraft yawed to the right. All 3 pilots initially thought we had blown a tire. We then noticed engine #2 egt in the red. After a brief discussion, we decided against a blown tire going through the engine (gear is well behind engines) and retracted the gear. No problems. We continued climb to 1000 ft AGL. Departure ws contacted and an emergency was declared. At 1000 ft AGL, we leveled off, accelerated to flaps 5 degree speed and started to climb. First officer (PNF) advised me that all of the engine stall/surge checklist had been accomplished. Egt still in red. I decided to shut engine down. This was accomplished using FAA approved emergency checklist. We requested fuel dumping. 30000 pounds was dumped at 4000 ft MSL. Flight attendants reported a lot of vibration in cabin. We decided to do a fly-by to make sure tires/main gear ok. This was accomplished. We were satisfied no gear/tire problem existed. We were vectored for an approach and landed on runway 25L, brussels without incident. After being checked by crash fire rescue equipment (while stopped on runway) we taxied to parking spot and deplaned passenger. Flight time was 48 mins. Bru radar was excellent. Crash fire rescue equipment was excellent. While in-flight we accomplished all normal checklists, the 2 checklists previously mentioned, plus landing with 1 engine inoperative checklist. We ACARS'ed company while in air, but received no reply. First officer flew entire time and did an excellent job. The first officer (PNF) did an excellent job running checklists and keeping communication flowing between the cockpit and the flight attendant crew. Flight attendant crew kept passenger informed and calm. Kudos to all! I am very proud of the entire crew. Supplemental information from acn 454203: on takeoff roll, at rotation, there was a 'thump, thump, thump,' followed by strong airframe vibrations. Vibrations seemed to originate from the right side of aircraft. Airframe vibrations dissipated soon after liftoff. In same instant, aircraft yawed, right engine egt was noted very high (out of limits), rotation decreasing. Based on vibrations, we felt a possibility that we had gear/tire damage with the possibility of tread ingestion into the engine, or tread separation damaging engine casing. We felt confident this did not happen, so we raised gear. Due to using full rudder trim plus additional rudder pedal input, it was felt engine was putting out very little thrust. At 1000 ft AGL, airspeed was increased, we climbed out at 180 KTS/flaps 5 degrees. Emergency declared, we flew a left pattern. Captain and relief pilot ran appropriate checklists, engine was shut down. At 4000 ft, fuel dumping initiated. During conversations with flight attendants, they were quite adamant that based on what they felt, that the landing gear or tires were damaged. We decided to do a fly-by for tower to check gear. One individual felt the gear looked fine, another felt the gear looked damaged. We came around for landing. I landed with the ground spoilers not armed and with no autobrakes, aiming to touchdown slightly left of centerline. Touchdown was smooth. We stopped on runway, emergency personnel inspected aircraft and escorted us to remote parking pad. The initial vibrations were quite different than anything any of us had felt before, thus the initial 'confusion' over possible gear/tire damage. As a result, we left the gear down for several seconds during the initial climb out while we did some quick analysis. After getting feedback from the flight attendants, who felt there was gear damage, we decided to do the fly-by. Unconventional, but we were still over our maximum landing weight, and with the aircraft flying well we thought it prudent to increase our situational awareness. As the fly-by was inconclusive, I decided to land left of centerline as a precaution. I hand flew the aircraft due to rudder trim not being sufficient to trim aircraft, thus I did not want to engage the autoplt. This took me out of the loop a bit in terms of checklist work, but with a relief pilot there were no problems. CRM worked very well. Captain and relief pilot ran all checklists and shut down engine. Relief pilot communicated with flight attendants and passenger, captain with ATC. Takeoff weight was approximately 380000 pounds, we dumped approximately 35000 pounds, landing weight was approximately 330000-338000 pounds.

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Original NASA ASRS Text

Title: B767 CREW HAD ENG FAILURE ON TKOF.

Narrative: SCHEDULED PAX FLT BRU-JFK. FO FLYING, SECOND FO IN JUMP SEAT. TKOF GROSS WT 379000 LBS. TKOF FUEL 113000 LBS. UPON ROTATION (APPROX 170 KTS), MAIN GEAR STILL ON RWY, WE FELT AND HEARD A LOUD THUMP AND THE ACFT YAWED TO THE R. ALL 3 PLTS INITIALLY THOUGHT WE HAD BLOWN A TIRE. WE THEN NOTICED ENG #2 EGT IN THE RED. AFTER A BRIEF DISCUSSION, WE DECIDED AGAINST A BLOWN TIRE GOING THROUGH THE ENG (GEAR IS WELL BEHIND ENGS) AND RETRACTED THE GEAR. NO PROBS. WE CONTINUED CLB TO 1000 FT AGL. DEP WS CONTACTED AND AN EMER WAS DECLARED. AT 1000 FT AGL, WE LEVELED OFF, ACCELERATED TO FLAPS 5 DEG SPD AND STARTED TO CLB. FO (PNF) ADVISED ME THAT ALL OF THE ENG STALL/SURGE CHKLIST HAD BEEN ACCOMPLISHED. EGT STILL IN RED. I DECIDED TO SHUT ENG DOWN. THIS WAS ACCOMPLISHED USING FAA APPROVED EMER CHKLIST. WE REQUESTED FUEL DUMPING. 30000 LBS WAS DUMPED AT 4000 FT MSL. FLT ATTENDANTS RPTED A LOT OF VIBRATION IN CABIN. WE DECIDED TO DO A FLY-BY TO MAKE SURE TIRES/MAIN GEAR OK. THIS WAS ACCOMPLISHED. WE WERE SATISFIED NO GEAR/TIRE PROB EXISTED. WE WERE VECTORED FOR AN APCH AND LANDED ON RWY 25L, BRUSSELS WITHOUT INCIDENT. AFTER BEING CHKED BY CFR (WHILE STOPPED ON RWY) WE TAXIED TO PARKING SPOT AND DEPLANED PAX. FLT TIME WAS 48 MINS. BRU RADAR WAS EXCELLENT. CFR WAS EXCELLENT. WHILE INFLT WE ACCOMPLISHED ALL NORMAL CHKLISTS, THE 2 CHKLISTS PREVIOUSLY MENTIONED, PLUS LNDG WITH 1 ENG INOP CHKLIST. WE ACARS'ED COMPANY WHILE IN AIR, BUT RECEIVED NO REPLY. FO FLEW ENTIRE TIME AND DID AN EXCELLENT JOB. THE FO (PNF) DID AN EXCELLENT JOB RUNNING CHKLISTS AND KEEPING COM FLOWING BTWN THE COCKPIT AND THE FLT ATTENDANT CREW. FLT ATTENDANT CREW KEPT PAX INFORMED AND CALM. KUDOS TO ALL! I AM VERY PROUD OF THE ENTIRE CREW. SUPPLEMENTAL INFO FROM ACN 454203: ON TKOF ROLL, AT ROTATION, THERE WAS A 'THUMP, THUMP, THUMP,' FOLLOWED BY STRONG AIRFRAME VIBRATIONS. VIBRATIONS SEEMED TO ORIGINATE FROM THE R SIDE OF ACFT. AIRFRAME VIBRATIONS DISSIPATED SOON AFTER LIFTOFF. IN SAME INSTANT, ACFT YAWED, R ENG EGT WAS NOTED VERY HIGH (OUT OF LIMITS), ROTATION DECREASING. BASED ON VIBRATIONS, WE FELT A POSSIBILITY THAT WE HAD GEAR/TIRE DAMAGE WITH THE POSSIBILITY OF TREAD INGESTION INTO THE ENG, OR TREAD SEPARATION DAMAGING ENG CASING. WE FELT CONFIDENT THIS DID NOT HAPPEN, SO WE RAISED GEAR. DUE TO USING FULL RUDDER TRIM PLUS ADDITIONAL RUDDER PEDAL INPUT, IT WAS FELT ENG WAS PUTTING OUT VERY LITTLE THRUST. AT 1000 FT AGL, AIRSPD WAS INCREASED, WE CLBED OUT AT 180 KTS/FLAPS 5 DEGS. EMER DECLARED, WE FLEW A L PATTERN. CAPT AND RELIEF PLT RAN APPROPRIATE CHKLISTS, ENG WAS SHUT DOWN. AT 4000 FT, FUEL DUMPING INITIATED. DURING CONVERSATIONS WITH FLT ATTENDANTS, THEY WERE QUITE ADAMANT THAT BASED ON WHAT THEY FELT, THAT THE LNDG GEAR OR TIRES WERE DAMAGED. WE DECIDED TO DO A FLY-BY FOR TWR TO CHK GEAR. ONE INDIVIDUAL FELT THE GEAR LOOKED FINE, ANOTHER FELT THE GEAR LOOKED DAMAGED. WE CAME AROUND FOR LNDG. I LANDED WITH THE GND SPOILERS NOT ARMED AND WITH NO AUTOBRAKES, AIMING TO TOUCHDOWN SLIGHTLY L OF CTRLINE. TOUCHDOWN WAS SMOOTH. WE STOPPED ON RWY, EMER PERSONNEL INSPECTED ACFT AND ESCORTED US TO REMOTE PARKING PAD. THE INITIAL VIBRATIONS WERE QUITE DIFFERENT THAN ANYTHING ANY OF US HAD FELT BEFORE, THUS THE INITIAL 'CONFUSION' OVER POSSIBLE GEAR/TIRE DAMAGE. AS A RESULT, WE LEFT THE GEAR DOWN FOR SEVERAL SECONDS DURING THE INITIAL CLBOUT WHILE WE DID SOME QUICK ANALYSIS. AFTER GETTING FEEDBACK FROM THE FLT ATTENDANTS, WHO FELT THERE WAS GEAR DAMAGE, WE DECIDED TO DO THE FLY-BY. UNCONVENTIONAL, BUT WE WERE STILL OVER OUR MAX LNDG WT, AND WITH THE ACFT FLYING WELL WE THOUGHT IT PRUDENT TO INCREASE OUR SITUATIONAL AWARENESS. AS THE FLY-BY WAS INCONCLUSIVE, I DECIDED TO LAND L OF CTRLINE AS A PRECAUTION. I HAND FLEW THE ACFT DUE TO RUDDER TRIM NOT BEING SUFFICIENT TO TRIM ACFT, THUS I DID NOT WANT TO ENGAGE THE AUTOPLT. THIS TOOK ME OUT OF THE LOOP A BIT IN TERMS OF CHKLIST WORK, BUT WITH A RELIEF PLT THERE WERE NO PROBS. CRM WORKED VERY WELL. CAPT AND RELIEF PLT RAN ALL CHKLISTS AND SHUT DOWN ENG. RELIEF PLT COMMUNICATED WITH FLT ATTENDANTS AND PAX, CAPT WITH ATC. TKOF WT WAS APPROX 380000 LBS, WE DUMPED APPROX 35000 LBS, LNDG WT WAS APPROX 330000-338000 LBS.

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.