Flight crew reported numerous amber annunciations during climb. The flight crew performed an air turn back and landed at departure airport.
Synopsis
Flight crew reported numerous amber annunciations during climb. The flight crew performed an air turn back and landed at departure airport.
Narrative
After takeoff; at approximately XA10; climbing through 400 ft. AGL both Captain and First Officer (FO) Flight Directors (FDs) went OFF. Simultaneously; amber ALT and IAS miscompare annunciations appeared on both Captain and FO Primary Flight Displays (PFDs); and the FCP Altitude window went blank. The Captain continued to manually fly to the assigned altitude of 3;000 ft. and asked ATC for vectors and permission to maintain 3;000 ft. while attempting to trouble shoot the issue. I closely monitored the situation; cross checked the Captain; FO; and standby altitude and airspeed displays and advised the Captain that the Captain side altitude and airspeed indications seemed to more closely match the standby instrument. I sent ACARS messages and contacted Dispatch and Maintenance Control via SATCOM and advised them of the situation.Meanwhile; the Captain called for the Airspeed Unreliable checklist and upon execution; it seemed to correct the problem. The FDs reappeared; the miscompare ALT and IAS annunciations were no longer displayed and the Captain called for the Autopilot to be engaged. We then decided to continue with our flight and started a climb to 10;000 ft. per ATC instructions. ATC cleared us for a high speed climb. However; upon initiating the climb; the Autopilot and autothrottles abruptly disconnected; the amber ALT and IAS miscompare annunciations reappeared on both Captain and FO PFDs; and the FCP Altitude window went blank again. The Captain manually flew the aircraft using the Captain side altitude indications; which seemed to be more accurate. He asked the FO to brief the ATC of the unreliable altitude and airspeed indications; and requested for a level off. The aircraft leveled off at 4;000 ft. after momentarily climbing through 4;500 ft.; while we further assessed the situation. The Captain decided to return back to ZZZ and requested for ATC vectors for the ILS approach. The FO ran the appropriate checklists; and I assisted by getting the latest ATIS; recontacted Dispatch via ACARS and SATCOM; advising them of the situation. I continued to closely monitor the situation as the Captain manually flew the aircraft. On final approach; upon arming the spoilers; the green box did not appear; but the spoilers seemed to deploy automatically during the landing. After takeoff; at approximately XA10; climbing through 400 ft. AGL both Captain and FO FDs went OFF. Simultaneously; amber ALT and IAS miscompare annunciations appeared on both Captain and FO PFDs; and the FCP Altitude window went blank.Difference between the parameters exceeding a predetermined value for the Captain and FO PFD data for ALT and IAS values; as compared by the DEUs (Display Electronics Units). The Captain continued to manually fly to the assigned altitude of 3;000 ft. and asked ATC for vectors and permission to maintain 3;000 ft. while attempting to trouble shoot the issue. Proper maintenance; troubleshoot; and repair of previously reported malfunctions; followed by a test flight; prior to the aircraft being released for scheduled revenue operations.
Second reporter narrative
On takeoff at about 300 ft. I noticed my Flight Director went away; the Captain's did the same immediately followed by a IAS and ALT comparison on both the Primary Flight Displays (PFDs). The altitude window was showing dashes and no selected altitude was indicated. We decided to ask ATC to remain level at 3;000 ft. for a few moments; and I advised we may need to return to ZZZ. The Autopilot was not engaged until we leveled at 3;000. The Captain called for the airspeed unreliable checklist which I completed. All indications were indicating normal operation at this point. The Relief Pilot was on the sat comm with Dispatch and Maintenance Control advising of the situation. The Captain handed controls to me so he could evaluate the situation and talk to company. We decided to continue a climb to 10;000 ft. In the climb the auto throttles disconnected followed by the Autopilot and the ALT and IAS indicators returned. We leveled at approximately 6;000 ft. and requested to return to ZZZ. I handed the controls back to the Captain; we completed our ZZZZZ and briefed the situation; changed our destination and the approach. The Captain hand flew the aircraft on the ILS to the runway with the IAS and ALT on the PFD every time we changed Altitude. We remained VFR the entire flight. On final the only other issue was the ground spoilers did not show a green box indicating they were armed. We landed and they deployed automatically without incident. Immediately after takeoff 300 ft. when the flight directors disappeared Fly the aircraft and maintain safe operation within our SOPs and aircraft limitations.We read the logbook and it showed an air return. The company should have done a test flight to confirm the repairs we successfully completed before dispatching the aircraft.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.