Flight crew reported multiple Caution Messages illuminated after takeoff. It was determined that these were related to a previous log book entry. The flight crew requested priority handling and continued to destination airport; making an overweight landing.
Synopsis
Flight crew reported multiple Caution Messages illuminated after takeoff. It was determined that these were related to a previous log book entry. The flight crew requested priority handling and continued to destination airport; making an overweight landing.
Narrative
Shortly after takeoff during initial rotation; MASTER CAUTION; FLT CTRL; FEEL DIFF PRESS; followed by the SPEED BRAKE DO NOT ARM all illuminated. I was flying and continued to fly the takeoff profile and handle the radios as the Captain accomplished the Quick Reference Handbook (QRH) for both lights. Both checklists were completed except for deferred items and we decided to continue to destination. Maintenance was advised on ACARS and as maintenance logbook entry was being made it was noted that the same write up was made on the previous flight. Dispatch then advised that maintenance lead requested the aircraft return to ZZZ. Returning to ZZZ; we completed an overweight landing with aircraft gross weight of 160500 pounds and 250 FPM at touchdown. Shortly after takeoff during initial rotation; MASTER CAUTION; FLT CTRL; FEEL DIFF PRESS; followed by the SPEED BRAKE DO NOT ARM all illuminated. I was flying and continued to fly the takeoff profile and handle the radios as the Captain accomplished the QRH for both lights. Both checklists were completed except for deferred items and we decided to continue to destination. Maintenance was advised on ACARS and as maintenance logbook entry was being made it was noted that the same write up was made on the previous flight. Dispatch then advised that maintenance lead requested the aircraft return to ZZZ. Returning to ZZZ; we completed an overweight landing with aircraft gross weight of 160500 pounds and 250 FPM at touchdown. Perhaps some clarification on FOM guidance on overweight landings. The Captain used his authority out of the abundance of caution to land overweight instead of holding for an hour to burn the gas; but it did lead to some discussion.
Second reporter narrative
Shortly after takeoff during initial rotation; MASTER CAUTION; FLT CTRL; FEEL DIFF PRESS; followed by the SPEED BRAKE DO NOT ARM all illuminated. First Officer (FO) was flying and continued to fly takeoff profile and handle the radios as I accomplished the Quick Reference Handbook (QRH) for both lights. Both checklists were completed except for deferred items and we decided to continue to destination. Maintenance was advised on ACARS and as maintenance logbook entry was being made it was noted that the same write up was made on the previous flight. Dispatch then advised that maintenance managers requested the aircraft return to ZZZ. Returning to ZZZ; we made an overweight landing within descent rate limits. Shortly after takeoff during initial rotation; MASTER CAUTION; FLT CTRL; FEEL DIFF PRESS; followed by the SPEED BRAKE DO NOT ARM all illuminated. FO was flying and continued to fly takeoff profile and handle the radios as I accomplished the QRH for both lights. Both checklists were completed except for deferred items and we decided to continue to destination. Maintenance was advised on ACARS and as maintenance logbook entry was being made it was noted that the same write up was made on the previous flight. Dispatch then advised that maintenance managers requested the aircraft return to ZZZ. Returning to ZZZ; we made an overweight landing within descent rate limits. Perhaps some clarification on FOM guidance on overweight landings. I used my authority out of the abundance of caution to land overweight instead of holding for an hour but it did cause some discussion.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.