B747-400
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Physiological - Other; Troubleshooting; Confusion; Workload
Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Human Factors; Procedure
When we arrived at the airplane the flight deck was around 34 degrees; but it soon cooled to around 28. Everything else was normal until the Captain stepped out to use the restroom. As soon as he sat down the ground crew pulled the ground power; but we had not yet switched over to the APU; so everything shut down. The Captain switched to the APU; but the right FMC did not start back up; and we got a R FMC FAIL status message. After about five minutes it did come back on without incident. We pushed back and started normally; but after about two seconds after I selected the status page on the lower EICAS we got a PACK 1 status message. The Captain reviewed the procedures; but because we had already blocked out and did not get any EICAS messages we continued. After starting up with the packs all off the flight deck warmed up quickly; but we knew as soon as we took off it should start cooling. At around 1;000 ft. the Tower gave us the Departure frequency and I checked in successfully. By the time we reached 5;000 ft. we were concerned by how little airflow there was; and the observer pilot asked for the ECS page to verify that the airplane was pressurizing. It seemed to be normal; and we monitored the air; but still figured as we climbed the flow would increase. Around FL180 Departure called us on guard and said; 'Aircraft X; if you can hear this transmission contact...' The Captain and I agreed that she hadn't called prior to that and I dialed in the frequency. I couldn't reach them; so I asked for another frequency. I didn't realize how much the heat was affecting me; but on the third frequency I asked the Captain to attempt to call. When he transmitted; I could hear that his call wasn't going out; and I finally recognized that we had lost the left comms. I didn't want to change the right radio from guard; because that seemed to be the only way they could reach us; so I used the center radio and was able to reach ZZZZ Control. Shortly after that we got an EQUIP COOLING EICAS message; and the third seat pilot began to run the checklist; and I asked for a level off altitude of FL300. ATC came back with FL290; but we were at FL288 and empty; so I said we would do our best. We ended up climbing to FL295 before we could get level; and promptly descended back to FL290. At this point we began to discuss returning when we noticed that the secondary attitude indicator was leaning to the right; but our wings were level; so we all agreed we should return. We told ATC we needed to return and explained that we were having equipment cooling issues. They assigned us the arrival and Runway XXR; but the workload was continuing to accelerate; and we were all sweating profusely; and told them we would like to get vectors to the ILS for XXR. I gave them the fuel remaining; souls on board; and tried to explain that we were safe; but needed to return soon. We completed all checklists; and uneventfully landed; taxied; and parked the airplane. I didn't realize until we were on the ground how much the heat in the flight deck was affecting me. Even with the lack of traffic in the vicinity; I am surprised how long it took me to recognize the radio failure. In the future I will be more cognizant of the heat and it's affects not only in seeming to increase workload; but also decreasing focus and clarity.
I had gone to the lavatory on the ground prior to departure. Before I returned to my seat; the external power was pulled without my permission; and the power to the aircraft was interrupted; as I sat back down; I selected the APU power source and after waiting a bit; the R FMC would not come back. We called Maintenance up and the FMC returned to normal. We ensured all of the data that we had input was correct and then continued onward to push. The aircraft was extremely hot; and we know that they had just established air as we were arriving at the aircraft. The interior cabin was at 36 Celsius and we agreed that the aircraft should cool after takeoff. After starting we noticed a Pack 1 status message; but there was never an associated EICAS message. We followed our checklists and proceeded with taxi. After takeoff; the airflow never increased and the FO (First Officer) selected the EICAS page as we all were wondering if we were even pressurizing. The gaspers were blowing at about 5%; but cool air was coming out. It was still extremely hot in the aircraft; and the 3rd observer seat first officer said that he had hardly to no air coming out of his gasper. At around FL250; we began receiving radio calls on 121.5 and it was at this time with trying to transmit out; and different frequencies that we realized the radios were not working; except for the center. The Pilot Monitoring was able to get the right radio to work intermittent; and immediately we got the Equip cooling EICAS caution message. I continued to fly the aircraft while the crew ran the QRH and attempted to maintain contact with ZZZZ. At this point; we all agreed the best course of action was to return to ZZZZ. We were given a level off to FL290 after an initial climb clearance. We were given this rapidly; as were already in a climb; but I arrested the climb and descended back from FL295 to FL290. We were given vectors and further descent. At this point with descent power; there was almost no airflow. We [received priority] to get on the ground as safely and quickly as possible. My standby instruments were also showing erroneous. We landed in ZZZZ without further incident. After touchdown; the airflow suddenly increased to normal. Maintenance was briefed with the logbook; but I was not given the nature of the aircraft's issues before we headed back in to rest.
Flight Crew reported loss of equipment cooling on the ground did not change after takeoff; resulting in systems losses and an air turn back and precautionary landing.