Narrative:

Captain X was the PF. Maximum thrust takeoff at pek runway 36L with flaps 10 degrees and a gross weight of approximately 600000 pounds. At V2 (157 KTS) we heard a moderate bang and felt a slight rumbling. First officer X observed excessive egt on engine #3 and reduced the throttle to idle. Shortly thereafter, the tower informed us the #3 engine was on fire. We put the start switch to cutoff, left the gear and flaps down and executed a close in box pattern and landing to runway 36R. The engine fire qrc and #3 engine approach and landing checklist were accomplished, completed on downwind. Fire trucks were called out and after runway turnoff, informed us there was no further evidence of fire and escorted us to a remote parking spot. The highest egt I observed was 738 degrees C at start switch confirmation to cutoff. WX was VFR although visibility was approximately 3 NM due to haze. Callback conversation with reporter revealed the following information: the reporter stated the engine failure mode is unknown. The reporter said the local technicians opened the cowling but found no evidence of fire and reported some turbine wear. The reporter stated the airplane was refused and subsequently was #3 engine maintenance ferried to a company facility. Callback conversation with reporter on acn 521354 revealed the following information: the reporter stated the engine component that failed is unknown as maintenance has sent no information to the crew.

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Original NASA ASRS Text

Title: A B747-400 ON TKOF AT V2 HAD MODERATE BANG AND RUMBLING AND EXCESSIVE EXHAUST GAS TEMP INDICATION. DECLARED EMER AND DIVERTED.

Narrative: CAPT X WAS THE PF. MAX THRUST TKOF AT PEK RWY 36L WITH FLAPS 10 DEGS AND A GROSS WT OF APPROX 600000 LBS. AT V2 (157 KTS) WE HEARD A MODERATE BANG AND FELT A SLIGHT RUMBLING. FO X OBSERVED EXCESSIVE EGT ON ENG #3 AND REDUCED THE THROTTLE TO IDLE. SHORTLY THEREAFTER, THE TWR INFORMED US THE #3 ENG WAS ON FIRE. WE PUT THE START SWITCH TO CUTOFF, LEFT THE GEAR AND FLAPS DOWN AND EXECUTED A CLOSE IN BOX PATTERN AND LNDG TO RWY 36R. THE ENG FIRE QRC AND #3 ENG APCH AND LNDG CHKLIST WERE ACCOMPLISHED, COMPLETED ON DOWNWIND. FIRE TRUCKS WERE CALLED OUT AND AFTER RWY TURNOFF, INFORMED US THERE WAS NO FURTHER EVIDENCE OF FIRE AND ESCORTED US TO A REMOTE PARKING SPOT. THE HIGHEST EGT I OBSERVED WAS 738 DEGS C AT START SWITCH CONFIRMATION TO CUTOFF. WX WAS VFR ALTHOUGH VISIBILITY WAS APPROX 3 NM DUE TO HAZE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG FAILURE MODE IS UNKNOWN. THE RPTR SAID THE LCL TECHNICIANS OPENED THE COWLING BUT FOUND NO EVIDENCE OF FIRE AND RPTED SOME TURBINE WEAR. THE RPTR STATED THE AIRPLANE WAS REFUSED AND SUBSEQUENTLY WAS #3 ENG MAINT FERRIED TO A COMPANY FACILITY. CALLBACK CONVERSATION WITH RPTR ON ACN 521354 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG COMPONENT THAT FAILED IS UNKNOWN AS MAINT HAS SENT NO INFO TO THE CREW.

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.