B767-300 and 300 ER
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Critical
Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Aircraft
After takeoff at approximately 1600 ft. there was a loud rumbling and shudder from the right engine with a loss of power from around 98 N1 to 27 N1. No vibrations or exceedances and engine remained running at idle with no response. After the thrust loss in the right engine we treated it as an engine failure and proceeded to clean up the airplane. I declared a Pan Pan Pan and notified ATC of the engine failure. After the airplane was stabilized we leveled at 3000 ft. and started the turn to downwind for the return to the runway. We initially started with the Engine Fire Severe Damage Checklist but switched to the Engine Stall Surge after we realized the engine was running fine at idle. Engine did not respond to throttle movements. I elected to keep it running since there were no vibrations or exceedances. Since the First Officer (FO) had the airplane well in hand I continued planning for the return and Flaps 20 landing. The approach and landing were uneventful and the Fire Brigade was standing by. We shut down the right engine clearing the runway. The Fire Brigade verified the engine and airplane were okay so we taxied to the ramp. Lessons learned: During the cleanup; I missed turning off the auto throttle arm switch hitting my flight director switch instead. Error was caught as FLCH and MCT (Flight Level Change and Maximum Continuous Thrust) was selected after flaps up as the auto throttles started to advance. I originally started in one checklist then switched due to the engine was still providing electrical; pneumatic and hydraulics at idle. Not sure I totally voiced that change to the FO but we did discuss leaving the engine running and agreed it was the best course of action. I used the Performance page in the ACARS to get landing data...it was cumbersome and could lead to errors. I changed the airport to pull up the runways but the fuel was as if we had flown to destination. I was able to change it but prefer the simple charts in the QRH when time is short. All in all; great CRM between us caught errors and made for a good outcome.
After takeoff at approximately 1800 ft. there was a loud bang and the airplane shook as if we hit something. I asked the Captain; 'what was that?' The Captain responded; 'Right engine failure / No N1' with a loss of power. No vibrations or exceedances and engine remained running with no EICAS messages. I felt very comfortable with flying the airplane to let the Captain handle most of the managerial issues. We continued planning for the return and Flaps 20 landing. SOP saves the day. The scenario [was] very similar to annual training. We felt very comfortable with the handling the situation.
B767 flight crew reported returning to departure airport after the right engine lost power.