Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 195; Flight Crew Type 1004
Confusion
Aircraft Equipment Problem Critical
Flight Crew Returned To Departure Airport
Aircraft
At about 1;000 feet above the ground in a shallow left turn; a loud explosion was heard. Simultaneously; the aircraft shuddered; yawed; a bright flash of light from the right side of the aircraft happened; and I felt it in the flight controls. My first assumption was an engine failure; no airspeed decay occurred; our pitch attitude was not effected by an expected loss of thrust; the airplane flew normally. It takes about 2 seconds to determine the aircraft is stable; and I then reviewed engine indications. Both First Officers were closely looking at engine indications (no abnormal indications were noted). EPR was normal; fan speed was normal; temperatures were normal; oil pressure and quantity was normal; vibration sensors were not giving abnormal indications. The cabin altitude was holding steady; we retracted flaps from 15; 5; 1; and up with no adverse effect. Both Packs operated normally; cabin pressurization was normal.We initiated a satellite call with [Maintenance Control]; the only telemetry available was the start of the takeoff roll with power set for takeoff. [Maintenance Control] noted no abnormal indications; and his data were limited to the start of the takeoff which was before the event itself.We spoke with Cabin crew; they remarked the passengers were alarmed and scared. [Monitoring Pilot and Relief Pilot]; communicated clearly; and described the loud bang shudder and flash of light that was seen illuminating the cabin. His observations were confirmed with other cabin crew members who were in other areas of the aircraft.Knowing we were 80;000 LBS over landing weight; we did not attempt to rush the return for landing. We climbed to an altitude of 31;000 feet. We made the decision to return out of caution; the assumption of a compressor stall was our best guess. The flight deck crew (all agreed) had no compressor stalls to compare to this; and this was violent. Could we assure you that a compressor stall was what occurred? No; it was only a best guess. We felt caution was our best option and chose to return for landing. I [advised ATC] and ATC accommodated our request for vectors; and airspace to jettison fuel.I want to interject; about speaking with a few passengers. They were unanimously happy to be on the ground and several had tears in their eyes. I cannot express the professionalism and exceptional work of the cabin crew who prepared for our return to ZZZ; they did an excellent job helping our customers remain calm.One passenger who was seated behind the wing; described in great detail the fire ball he saw leaving the right engine. He said this with tears in his eyes; and with his infant son sleeping on his shoulder. That was the most emotionally charged moment of the entire event for me.We reported the mechanical discrepancies in the ELB of an overweight landing as well as the engine surge/stall condition. After landing; we inspected the exterior of the aircraft; with emphasis on the engine itself; tires; and pack inlet and nothing looked abnormal.All in all; it was not a very exciting [situation]; the engine surge/stall was loud and attention getting but everything was handled well; and we returned safely to ZZZ. We used the Diversion Guide; as well as the Emergency Checklist for fuel Jettison; otherwise; all normal checklists were used.
B767 Captain reported an engine compressor stall after takeoff that resulted in a return to the departure airport.