B747-400
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 70; Flight Crew Total 10000; Flight Crew Type 700
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Aircraft X; ZZZZ-ZZZ1; Captain; First Officer; International Relief Officer; and 3 747 qualified ACMs. FO (First Officer) was Pilot Flying shortly after reaching cruise altitude the EICAS message 'Yaw Damper LWR' appeared. In a very brief time after; approximately 5 seconds; more messages began appearing; accompanied by numerous status messages. Ultimately; over the period of about 10 minutes 6 EICAS messages and 20 status messages appeared. They included faults on numerous unrelated systems--environmental; fuel; flight controls; hydraulic; navigation. I called the IRO (International Relief Officer) into the flight deck; ensured the FO focused on flying the aircraft; and began discussing the issues with the IRO. The IRO called one of the ACMs to the cockpit; who is a simulator instructor on the aircraft; and initiated a satellite call with Flight Control; who; in turn; connected us to countless resources on the ground. While the IRO and ACM were working on the situation with Maintenance Control; the FO and I began working on selecting places to land in case we couldn't resolve the issues. Options included ZZZZ2 (>500 miles in front of us); ZZZZ3 (288 miles ahead); and ZZZZ (>300 miles behind). While discussing these options; the remaining two ACMs requested to go down to the main cargo deck to check for any further evidence; which I allowed. They shortly came back and reported the odor of electrical smoke; but no visible signs of smoke. We decided to divert to ZZZZ2; declared 'Pan' with ZZZZ1 Control and proceeded direct. Many options for the arrival were discussed; including what checklists to run; what systems may or may not be available upon landing (Ground spoilers? Thrust reverse? Autobrakes? Anti-skid? Etc.). We discussed dumping fuel; but were unsure if that would even work; or from which tanks the fuel would come if it did work. We chose not to dump but to land overweight. As ACARS Flight Deck Performance was unavailable; Flight Control did a live calculation and provided us with landing distances for landing at 720;000 lbs. without thrust reverse or autobrakes. (The number; 5;800 feet; proved to be very accurate.) Now primarily focused on arrival and landing; we configured the aircraft slowly and very early; turning the autopilot off after each configuration change to ensure that we had control of the aircraft. This all led to an otherwise uneventful visual approach and landing on Runway XX in ZZZZ2. I manually deployed the spoilers on touchdown; the FO extended the thrust reverse levers (the levers fully extended; but the reversers did not deploy) and applied maximum manual braking. We stopped on the runway to allow the fire department to analyze the aircraft and brakes for fire indications; which were reported as negative. We opted to then taxi off of the runway and into a large taxiway intersection (XX and YY Taxiways) to allow access to the aircraft from all angles. We calculated brake energy and cooling requirements; and monitored the brake temperatures on the synoptic page. Because our calculations put us on the edge of the warning zone for fuse plug melting; we sat and did not set the parking brake and called for towing. Normal after landing and shutdown procedures were accomplished. The tow took approximately an hour to complete; during which the brakes cooled back to normal temperatures without any damage. There were many people and agencies involved; the aircrew; Flight Control; Maintenance Control; SME's; ZZZZ2 Gateway; and others; all of whom were ready on a moment's notice; helped tremendously; and performed their roles flawlessly. Thank you to all.
After a normal climb to Flight Level 350 I began to exit my flight station when I heard the Captain call attention to the EICAS which at the time showed; I believe; two amber advisory messages; >YAW DAMPER LWR and RUD RATIO SNGL. Almost immediately thereafter several other EICAS advisory messages appeared on the primary EICAS screen along with a full page of status messages on the secondary EICAS screen. I immediately took my place back at the FO (First Officer) station and was advised by the Captain to resume Pilot Flying duties along with communication with ATC. Our IRO (International Relief Officer) was advised by the Captain to begin a patch with dispatch and begin troubleshooting measures with maintenance control. Among the three jump seating crew members was an instructor pilot who was also summoned to the flight deck for assistance. During this trouble shooting period it was determined that multiple systems including flight controls; hydraulics; pneumatic's and navigation equipment were all seriously degraded from normal. Also; it was decided that the two remaining jump seaters should go and inspect the main deck. Those crew members reported that no smoke was visible however a distinct electrical burning odor was present towards the front of the main deck. A diversion to ZZZZ2; including an overweight landing was agreed upon following all operating crew members vote. Clearance to ZZZZ2 was obtained with ZZZZ1 Radar and thus we began our diversion. I requested with ZZZZ1 a descent to FL250 so as to reduce the total time required to descend from altitude yet still provide for adequate differential pressure in case the need for equipment cooling override mode was required. After each initial flap configuration change we agreed upon disconnecting the autopilot momentarily to check flight control effectiveness. I found the aircraft to exhibit normal flying characteristics though slight porpoising occurred while on final approach as it was also discovered that the aircraft's right side glide slope was inoperable. I then disconnected the autopilot and hand flew the remainder of the approach to landing. During this landing it was pre briefed that the Captain would manually deploy the speed brakes and I would manually apply brakes as the auto deploy functions for both were disabled. I found the aircraft to have very effective stopping power as we stopped prior to the [Taxiway] XX high speed turn off. We remained on the runway with the parking break off while emergency vehicles inspected the fuselage and brakes for possible fire. Once it was determined that no visible fire was present we taxied clear of the runway onto a very large intersection at XX so that fire vehicles could more easily access the landing gear area if needed. We again held manual brakes only and did not set the parking brake during this wait for ground tow as our brake temperatures slowly climbed to a 6 on several indicators. After about an hour after landing we were towed to our parking gate. Incidentally; it was pointed out later on by the Captain that he was very quickly able to determine a possible diversionary landing site by his use of the 'Surface Conditions' line select item in the Weather Layers feature of our Jeppesen Flight Deck Pro app. Its simple and very intuitive red vs. green color gradation made the direction to turn from altitude a quick one; much quicker than having to dial up various ATIS frequencies. Perhaps this method could be stressed somewhat more during training? It was a great way to get a big weather picture of our surrounding area during an intense information overload situation.
Flight Crew reported multiple EICAS and STATUS messages caused a diversion and precautionary emergency landing.