B747-400
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Departure Airport
Aircraft
After takeoff; passing approximately 2;000 feet MSL; the First Observer noticed a status message and a momentary Bleed 2 EICAS message. Upon review of the bleed control panel; he noted #1; #2; and #4 bleed off lights were illuminated with the bleed switches selected open. He quickly looked at the synoptic page and verified #1; #2; and #4 bleed valves were closed. I directed a climb to 10;000 feet to get above most VFR GA aircraft; and we leveled at 10;000 feet to begin assessing the situation. Radios were transferred to the Pilot Flying from the right seat and the First Observer; Second Observer; and I began to assess the situation.We observed the following Status MessagesENG 3 FIRE LP BBLEED OVPRESS 2BLEED PRV ENG 3There were no EICAS messages present.ECS (Environmental Control System) Synoptic was reviewed and we confirmed that only the #3 Bleed Valve was open.To assist ATC; we climbed to FL180 and leveled off; continuing to assess and evaluate the situation. We elected to cycle each malfunctioning bleed valve independently; but the #1; #2 and #4 valves remained closed. We did not cycle the #3 valve as it was the only source of air available to the aircraft.I initiated a conference call with Dispatch and Maintenance Control. The decision was made to return to ZZZ. Since we would be overweight I asked Dispatch if they wanted us to dump fuel; or burn it off. I was given approval for either choice.The crew agreed the best course of action was to return to ZZZ and burn down to the maximum normal landing weight by creating excessive drag. We held at low altitude for approximately 15 minutes to burn down to normal landing weight; uneventfully landing on XXC with flaps 30 and Autobrakes 3.It should be noted that during the descent; and any time engine thrust was reduced; the #1; #2; and #4 Bleed Valves opened and operated normally. The malfunction re-manifested itself anytime thrust levers were advanced.Our collective assessment was the #3 PRV had failed creating a manifold over pressure situation. However; we did not conduct any inflight trouble shooting of the #3 Bleed Valve to preclude compounding the loss of three bleed systems and the potential to lose all bleed air on the aircraft.ATC Controllers provided excellent assistance throughout the malfunction.
B747-400 flight crew reported a bleed valve malfunction inflight resulting in a return to the departure airport.