B777 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Confusion; Human-Machine Interface; Communication Breakdown
Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Air Traffic Control Provided Assistance; Flight Crew Diverted; General Declared Emergency
Human Factors; Aircraft
After leveling off at FL 360; we received an EICAS message; SMOKE REST UPR DR 3. Simultaneously; we received a call from the Flight Attendants reporting a smoke detector sounding in the upper crew rest facility; fumes in the area; and the passengers reporting a light grey haze/smoke.We donned our oxygen masks and ran the Smoke; Fire; or Fumes checklist.We directed the FAs to have the relief pilot (on break) to help in the investigation of the situation and to then report back to the flight deck. Flight Attendants were already involved in their procedures and searching for the smoke source.ZZZZ was 80nm off the nose.We declared an emergency using the MAYDAY terminology; and received direct ZZZZ and clearance to lower altitudes. We increased speed and used speed brakes to facilitate descent and cut arrival time.We were unable to pull up the ZZZZ approach charts from the IPADs. We requested ZZZZ weather and active runways. Winds were 160/17; overcast 2200 ft.; rain. Runways were XX and XY. We requested runway lengths; and heard RWY XX length 3070 meters and RWY XY length 2630 meters. We requested ILS RWY XX.We began dumping fuel and notified ATC.The relief pilot returned to the flight deck. He reported that the fumes had dissipated and there were none apparent on the flight deck. We removed our oxygen masks to facilitate communications and situational awareness.The relief pilot communicated with dispatch; and performed a landing distance calculation from the flight manual.We broke out of the clouds at approximately 2100 feet. The runway looked shorter than advertised. We asked the tower to reconfirm the runway length in feet. Tower did not have an immediate answer but said it was 2070 meters (not the 3070 meters that we had heard) or approximately 6700 feet. We broke off the approach and requested vectors to RWY XY with [in excess of 8500 feet]  available.Dumping was secured and the weight was confirmed below max gross landing weight.We used FLAPS 30 and MAX brakes.Landing was uneventful.We confirmed that the smoke and fumes were no longer present. We told the passengers to remain seated.We taxied to the gate with progressive instructions and a fire escort.At the gate; fire services boarded the aircraft to inspect.Passengers were deplaned into a gate area; and secured there pending immigration and customs arrival or reboarding.The flight attendants were sent into the boarding area with water; soda; and snacks. After a short time; the flight attendants were sent back to the plane with the refreshments by authorities citing agricultural restrictions.MX estimated a long search process. The flight was cancelled. ZZZZ ops secured accommodations for passengers and crew.
...The most frustrating part of the whole incident was that there were no ZZZZ charts in the flight bag and it was taking an inordinate amount of time for JeppD-Pro to spool up in the IPad. I gave my IPad to the relief pilot to find ZZZZ but we were never able to pull up the plates. We did not have time to be messing around in the IPad looking for things. We asked the controllers about the runways; got the landing lengths and missed approach for both of them; and we had a choice of landing on a shorter runway with a direct headwind or the longer runway with a crosswind. We started the approach to the shorter runway and then we decided to go to the longer runway with the crosswind. We did a modified go around to the longer runway. We had a normal landing and we checked the brake temps and they were well within limits and we decided that it was safe to go to the gate.
A transoceanic B777 flight crew; after leveling at cruise altitude; was advised by the purser of smoke/fumes and a smoke detector alarm sounding in the upper crew rest area and passenger reports of light grey haze/smoke in the cabin.  Prompt decisions were made to divert to an airport ahead of them and to dump fuel while doing so to expedite a landing.  Problems with ATC and flight deck communications while wearing 02 masks; access to approach plates for their diversion airport--including a frustrating failure by both first officers to obtain them via their tablet EFB--and finding appropriate checklists increased flight crew workload to significant levels.  Approach chart/airport information was ultimately obtained from ATC and via the navigation database.