B757-200
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Troubleshooting
Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Diverted
Aircraft
On rotation and initial climb had TAT Probe caution message. The TAT probe message took away auto throttles and VNAV/LNAV abilities and no EPR power setting indication. Few seconds went by to understand what the airplane still had to keep flying.Initially still climbing cleaned up speed bug since no VNAV cleaned up flaps and went to departure. Departure gave us higher altitude initially. First Officer (FO) was flying I gave him the radios and airplane. I turned on the overhead light and opened up QRH to tat probe caution message. After finishing QRH requested to level at 7;000 feet.This gave crew a chance to discuss the QRH and the problem we have. Decision was to return to airfield we just departed. Requested vectors back to airport. I sent a message to operations/maintenance. I update the ACARS to divert the box. Loaded approach in use. The weather had not changed clear calm. Let ATC aware of our intentions that would like rev back. ATC asked a reason for return and informed them we had lost our TAT and some other instruments. First Officer (FO) still flying.I built and briefed approach reset landing elevation set Baro minutes figured out landing weight and pulled land speed from QRH. I briefed approach chart and in the box. ATC worked with us by radar vectoring us back for visual backed up with ILS to [the] Runway. Completed in range and approach checklist.I mentioned to FO since he had less than 100 hrs I took the airplane and gave him the radios. I would make the landing. We configured for landing intercepted LOC and GS.There was an additional fuel configuration as the plane descended as it captured G/S and showed 1;300 LBS on center tank. Then as the plane deceased its angle of pitch the fuel gauge went down to zero and fuel configuration message went away. Landed aircraft completed checklist and taxed to gate.Complete two writes ups one for TAT probe failing and another for fuel configuration message.
I was Pilot Flying (PF). Tower cleared us direct to OVR and cleared for takeoff. Around 400 feet when the captain as pilot monitoring executed OVR in L1; I noticed that we had a master caution light. I asked for LNAV and saw the captain press the button; I asked for VNAV at 1;000 feet; but when the captain pushed the button the aircraft mode did not change. I noticed that the auto throttles had disconnected so I hit the button to cancel the message; probably more from reflex than prudence; and verbalized that we lost auto throttles. The captain designated me the airplane and the radios while he ran the QRH. The autopilot was still off at this point. I confirmed that we had a TAT probe message.I noticed that the flight director was not doing what I had expected because I had lowered the pitch to 10 degrees and started our left hand turn but the flight director wanted a turn back to the right and at least 15 degrees of pitch. So I selected heading select; since LNAV seemed erroneous; and continued in a pitch profile for accelerating in the climb.We were initially cleared to 5;000 feet and now ATC wanted us higher but after reading some of the QRH it was decided that we should just level off first to get a full assessment so we leveled off at 7;000 feet and the autopilot was engaged. After reading the QRH further the captain presented that it would be safer to go back to [the departure airport] so we coordinated with ATC.We had check airman in the cockpit with us and he assisted on comm 2 coordinating with ramp control that we were an air turn back. During our vectors north of the field the Captain and I transferred control of the aircraft after we were prepared for the approach since I am new to the plane.We had a standard approach and landing with no auto throttles and blocked in safely. As pilot flying I should have waited on canceling the auto throttle disconnect message but I think we did well maintaining situational awareness in a CFIT risk airport at night; communicating well to accomplish an air turn back.TAT probe heat malfunction which disabled our auto throttles; removed some engine indications; and disabled LNAV and VNAV capabilities.
B757 flight crew reported a TAT probe failure followed by a fuel configuration message causing a return to the departure airport.