B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Workload; Troubleshooting; Distraction; Communication Breakdown
Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action; Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Aircraft; Procedure; Weather
Just past an outbound waypoint in oceanic airspace; in and out of stratus layers on top of numerous CB's (4/8 tops 330) with the radar painting 4/8 red returns; winds 255/156 (-58C) with moderate plus CAT; (severe just reported by a 747 in the area at FL350). We had CPDLC requested FL360 (our planned altitude) but were denied due to traffic and stuck at an undesirable altitude being in and out of layers (yet at all altitudes there was pilot reports of moderate to severe in the area). We were approved for a 30 mile right of course deviation and were actively (and successfully) deviating around radar painted weather. Engine anti-ice was on as were all igniters. All flight attendants were commanded to be seated and strapped in. No SIGMETs had been disseminated; yet. Now here is the unusual part. No lightning flashes were EVER noticed (it was a very dark night with no moon) even though we were painting very large thunderstorm red returns below. Being IMC in layers; we had to assume the CB's were penetrating our altitude; and we actively deviated around them. My assumption is the solid cloud layer at our altitude that we were in and out of; was the sheared anvil tops of every CB below with the winds being 255/150. The heavy turbulence made it difficult to do inputs to the FMC and control the headings in our deviations. Apparently we entered an area with light precipitation at FL330 and noticed very light St. Elmo's on the windshield (not unusual). What became quickly unusual was when a bright blue static dome enveloped the nose cone and seemed to quickly extend far out with active static discharges; and then in one big flash; we were the SOURCE of a static/lightning discharge. The static discharge/lightning event affected numerous digital electronic flight instruments. Momentary; complete power loss to all cockpit instruments occurred. Items affected: lost Captain's and First Officer's HSI/ADI; symbol generator. Screens went black but First Officer's came back in about 2 seconds. Most analog instruments flagged and were momentarily spinning down as if power was cut off; and then quickly spinning back up as if power was returned. MCP panel INOP; and froze permanently with erroneous displays. Autopilot disengaged with Master Warning and horn; unable to re-engage. EICAS messages. Numerous messages listing and filling the screen; but they quickly unlisted one at a time with Rudder Ratio and Aileron Lockout remaining permanently. FMS pages had erroneous data in text (digital garbage- letters; numbers and symbols inserted in all FMS text displays). Clocks were flashing and displaying digital garbage. HF radios were not usable due to the static. Event occurred because of an unusual static encounter with subsequent static discharge or lighting event which spiked the aircraft electrical system and rendered digitally controlled electrical systems on the aircraft inoperative; unusable; or displaying misinformation. First Officer took over hand flying immediately. As analog instruments re-energized and re-stabilized; I regained my ADI/HSI displays by selecting the alternate EFI symbol generator switch. Realizing potential electrical problems I immediately started the APU to provide an extra source of power if the situation was to escalate (not in any checklist I admit). I called the Reserve Pilot to the cockpit and we began going through the QRH checklists and evaluating the situation. Moderate plus turbulence made it hard to focus on the instruments and make even simple FMS inputs; First Officer was doing a great job hand flying the aircraft so I encouraged him to continue that great job as the Reserve Pilot and I evaluated the situation. (FO continued that great job to the landing). Since we were unable to re-engage the autopilot and had potential flight control issues (rudder ratio and Aileron Lockout) exacerbated by the digital misinformation of the instruments an air turn back was obviously prudent. I tried to call ATC on HF (oldschool habits?) for a clearance back but was unable; admittedly forgetting we were CPDLC in the adrenalin rush of the moment. Even though the ATC page on the FMS had digital garbage in all text I found the ATC Emergency page (hard to type in the turbulence) and sent the Mayday message and free texted diverting; proceeding direct the divert airport FL330; request clearance the closest divert airport. I had a company on VHF 123.45 and asked them to send the message to company we were diverting. The VHF mayday call on 121.5 had numerous Domestic and Foreign air carriers responding and offering assistance. The Reserve Pilot was on SATCOM initiated by the Dispatcher on duty. Weather and NOTAMs for the divert airport were given over voice SATCOM by the Dispatcher. It was admittedly difficult to focus on the instruments and issues at hand in the heavy turbulence. Continuous requests from ATC on souls on board; endurance; issues were distracting! Heading direct the inbound waypoint we received the route clearance on CPDLC at FL330. Turbulence subsided as we neared our destination. Discovery of what worked and didn't continued in descent and we adjusted to the autoflight (MCP panel) failures. The possible effects of the aileron lockout and rudder ratio were discussed and agreed upon. No rudder or aileron degradation was noticed as we slowed; and we followed the guidelines of the QRH; but admittedly we had a strait in approach. We did not feel the flight controls had any issues that required an emergency landing declaration and the flight attendants were notified it would be a normal landing with no emergency landing procedures needed. A normal non-overweight landing was made. The Station Manager met us with a complete ground service and maintenance crew that quickly reset; tested and signed off all write-ups. Very professional service and it led to a quick 2.5 hour turn around. Dispatch did an awesome job of getting the clearances and paperwork sent. I would suggest for our Airlines Operations. 1) Equip all 767 aircraft with SATCOM or at least require all overseas operations to be done in SATCOM/CPDLC; center tank dump-able equipped aircraft. Fuel jettison was not required; but if the event had occurred earlier it would have been. It would have been impossible to use HF radios in the static of the clouds; and without SATCOM communication things would not have worked out so smoothly. 2) On the ground at the divert airport it would have been good to have Dispatch ACARS the route being filed; Fuel requirement; payload; flight time; etc. so we could have input the route and data in the FMS while waiting for the physical paperwork to arrive. For ATC operations. Have OCEANIC ATC establish communication with Dispatch to get as much info from Dispatch they can instead of bugging the crew in tense emergency situations. Souls on board; fuel remaining; nature of emergency; assistance required etc. Dispatch did a great professional job. ATC was very helpful and professional. The divert Station Manager did a superior job in responding to the diversion and quickly turning the aircraft around.
A B767-300 in oceanic airspace; encountered continuous weather at FL330; experienced an unusual blue static discharge/lightening event which disrupted all digital equipment; several for an extended period; and was then forced to divert for repairs.