B737 MAX 8
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 150; Flight Crew Type 150
Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Climbing through 7;000 feet on the ZZZZZ SID; the aural warnings for airspeed; fire and pressurization came on.  The First Officer and I scanned the flight deck for unreliable airspeed; fire warnings and any possible pressurization problems. We were in agreement that none were present and could not locate the source of the warnings; I elected to disengage the autopilot and auto throttles; to verify control of the aircraft. The First Officer and I searched again for any indication of fire or airspeed issues. We found none. With the fire bell still sounding we elected to return to ZZZ and request priority.   ATC was notified and vectors given back to Runway XX. Having just departed and well over the gross landing weight; we planned the longest runway available.  I notified the A Flight Attendant; to prepare the cabin for landing and that we had about 10 minutes to touchdown.The First Officer computed the landing data and a visual approach was planned. Landing weight was XXX;000 pounds; and the Ref Speed 1XX. ATC provided vectors to a base leg and we were cleared for the visual approach. The landing and rollout were normal and I elected to let the aircraft roll to the end and turnoff; stop the aircraft and allow CFR to inspect for fire. As soon as I stopped the aircraft; I made a PA to the Flight Attendants and Passengers to remain seated. Ground was contacted and we spoke directly with fire command. No evidence of fire was found to exist. The First Officer computed the brake cooling module for and potential issues that would prevent us from parking at the gate or cooling required. None were found. Coordination with ZZZ Operations as to our situation and a gate was completed and we taxied to gate X. At the gate we were met by the Fire Crew; ZZZ Maintenance and Ground Operations.  The warnings continued to sound and were not able to be silenced by Maintenance Personnel. I made two logbook entries for the discrepancies and the overweight landing and gave a debrief of the event to the Maintenance Personnel. Dispatch was contacted and informed of the situation and we agreed to talk later as my main focus was still dealing with passengers and Ground Ops. After passenger deplaning; the aircraft was handed over to maintenance and the First Officer and I went to the Crew lounge; where we contacted Dispatch and conducted a debrief of the events with the Chief Pilot.
This event occurred while departing ZZZ from Runway XX; climbing out on the ZZZZZ Departure at about 7;000 feet. I was the PM; and had just completed the final flap retraction and a radio hand off to ZZZ Departure. All of a sudden; numerous alarms/warnings sounded on the flight deck and were extremely loud. The PF stayed focused on flying the aircraft in the high density environment. I quickly started to scan all of the panels; Master Caution and Warning indications; pressurization panel; cargo fire panel; fire handles; flight instrumentation; airspeed; AOA; and standby indicators. There were NO indications of any light or malfunction anywhere on the flight deck and all aircraft flight parameters seemed normal.The Captain made the decision to advise ATC and return to ZZZ; on Runway XX. Meanwhile all aural alarms continued to sound very loudly which made communication difficult. We discussed the situation. We had just about every major aural alarm sounding at once; with the exception of wind shear. With no other indications presently indicating any kind of system malfunction; we concluded the best option would be to get the aircraft on the ground. This would be an overweight landing by about XX;000 pounds; on a long runway in day VMC conditions. The Captain coordinated with the cabin and operations. We computed landing data; briefed; and ran checklists. We were cleared a visual approach and the Captain completed an excellent uneventful landing to Runway XX. We cleared the runway at the end. I coordinated with CFR (Crash Fire Rescue equipment) and requested them to thoroughly evaluate the aircraft for any fire/smoke issues. I also ran the numbers for any brake cooling issues. The CFR Chief stated there were no indications of fire or smoke. There were no brake cooling issues. ZZZ Ops cleared us to gate X. We resumed taxi to the gate; with CFR following us to ensure absolute safety.We parked the aircraft at the gate and were met by Maintenance and the Fire Chief. THE ALARMS WERE ALL STILL SOUNDING. Maintenance came on board and tried to figure it out; to no avail; prior to us leaving. Passengers were safely deplaned and sent to another gate for continuation to ZZZ1. With the alarms still sounding at the gate; the Captain and I both commented on how fortunate we were to have on noise cancelling headsets; otherwise communication would have been nearly impossible. This was a very unusual emergency and I hope that we are provided follow-up with the cause of the malfunction.
B737 MAX 8 flight crew reported an air turn back caused by a malfunctioning central warning computer.