|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 10000|
|Controlling Facilities||tracon : zzz.tracon|
|Operator||common carrier : air carrier|
|Make Model Name||B757-200|
|Operating Under FAR Part||Part 121|
|Flight Phase||climbout : vacating altitude|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 225|
flight time total : 9000
flight time type : 1000
|Affiliation||company : air carrier|
|Function||flight crew : captain|
observation : company check pilot
oversight : pic
|Experience||flight time last 90 days : 180|
flight time total : 12000
flight time type : 1100
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||aircraft equipment other aircraft equipment : eicas|
other flight crewa
|Resolutory Action||flight crew : declared emergency|
flight crew : landed in emergency condition
Arrived ZZZ operations uneventful flight planning. Both captain and myself note left engine reverser deferred inoperative with history of status messages associated with left engine reverser. Uneventful pushback; engine start; taxi and takeoff. During climb passing 10000 ft MSL; single audible boom accompanied with aircraft yaw to the left. I look down at upper EICAS screen and announce 'engine failure left engine.' captain is hand-flying the aircraft; lowers the nose and controls the yaw. Captain calls for me to do the qrc and he then takes the communication with ATC and informs departure that we have had an engine failure and are returning to ZZZ. The captain and I discuss the engine indications EPR 0; N1 0; N2 0; normal oil quantity; no oil pressure. With these indications and our perceived physical indications we agreed that the engine appeared to have seized. I ran the qrc for left engine severe damage/separation and associated reference action from the flight manual. The captain informs me to send our dispatcher an ACARS message of our situation and our intentions to return to ZZZ which I did and they acknowledged. Captain informed the purser of our situation and our intention to return and notified them that we expected a normal landing. We set up and the captain briefed a single engine approach backed up by the ILS ZZZ. I checked the landing distance for our abnormal confign and expected landing weight and the distance required was approximately 4000 ft with 11000 ft available. We discuss our overweight situation and the captain's intention to land with minimal sink rate and autobrake #2. Captain made a nice approach and landing. Touchdown was smooth and he let the aircraft roll out using right reverser and autobrakes. Captain exited the runway at taxiway C approximately 10000 ft down the runway. Crash crew was waiting and checked the aircraft and brakes. They reported the brake temperature was approximately 200 degrees and that the left engine appeared normal. We returned the aircraft to the gate and accomplished normal shutdown procedures. Captain did a fine job communicating his intentions and flying the aircraft.
Original NASA ASRS Text
Title: B757 FLT CREW REPORTS LEFT ENGINE FAILURE PASSING 10000 FEET ON CLIMB OUT. EMERGENCY IS DECLARED AND THE FLIGHT IS SAFELY RETURNED TO THE DEPARTURE ARPT.
Narrative: ARRIVED ZZZ OPS UNEVENTFUL FLT PLANNING. BOTH CAPT AND MYSELF NOTE L ENG REVERSER DEFERRED INOP WITH HISTORY OF STATUS MESSAGES ASSOCIATED WITH L ENG REVERSER. UNEVENTFUL PUSHBACK; ENG START; TAXI AND TKOF. DURING CLB PASSING 10000 FT MSL; SINGLE AUDIBLE BOOM ACCOMPANIED WITH ACFT YAW TO THE L. I LOOK DOWN AT UPPER EICAS SCREEN AND ANNOUNCE 'ENG FAILURE L ENG.' CAPT IS HAND-FLYING THE ACFT; LOWERS THE NOSE AND CTLS THE YAW. CAPT CALLS FOR ME TO DO THE QRC AND HE THEN TAKES THE COM WITH ATC AND INFORMS DEP THAT WE HAVE HAD AN ENG FAILURE AND ARE RETURNING TO ZZZ. THE CAPT AND I DISCUSS THE ENG INDICATIONS EPR 0; N1 0; N2 0; NORMAL OIL QUANTITY; NO OIL PRESSURE. WITH THESE INDICATIONS AND OUR PERCEIVED PHYSICAL INDICATIONS WE AGREED THAT THE ENG APPEARED TO HAVE SEIZED. I RAN THE QRC FOR L ENG SEVERE DAMAGE/SEPARATION AND ASSOCIATED REF ACTION FROM THE FLT MANUAL. THE CAPT INFORMS ME TO SEND OUR DISPATCHER AN ACARS MESSAGE OF OUR SITUATION AND OUR INTENTIONS TO RETURN TO ZZZ WHICH I DID AND THEY ACKNOWLEDGED. CAPT INFORMED THE PURSER OF OUR SITUATION AND OUR INTENTION TO RETURN AND NOTIFIED THEM THAT WE EXPECTED A NORMAL LNDG. WE SET UP AND THE CAPT BRIEFED A SINGLE ENG APCH BACKED UP BY THE ILS ZZZ. I CHKED THE LNDG DISTANCE FOR OUR ABNORMAL CONFIGN AND EXPECTED LNDG WT AND THE DISTANCE REQUIRED WAS APPROX 4000 FT WITH 11000 FT AVAILABLE. WE DISCUSS OUR OVERWT SITUATION AND THE CAPT'S INTENTION TO LAND WITH MINIMAL SINK RATE AND AUTOBRAKE #2. CAPT MADE A NICE APCH AND LNDG. TOUCHDOWN WAS SMOOTH AND HE LET THE ACFT ROLL OUT USING R REVERSER AND AUTOBRAKES. CAPT EXITED THE RWY AT TXWY C APPROX 10000 FT DOWN THE RWY. CRASH CREW WAS WAITING AND CHKED THE ACFT AND BRAKES. THEY RPTED THE BRAKE TEMP WAS APPROX 200 DEGS AND THAT THE L ENG APPEARED NORMAL. WE RETURNED THE ACFT TO THE GATE AND ACCOMPLISHED NORMAL SHUTDOWN PROCS. CAPT DID A FINE JOB COMMUNICATING HIS INTENTIONS AND FLYING THE ACFT.
Data retrieved from NASA's ASRS site as of January 2009 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.