B787 flight crew reported brake released prior to sending DG acknowledgment message. The acknowledgement message was sent during pushback and the flight departed safely.
Synopsis
B787 flight crew reported brake released prior to sending DG acknowledgment message. The acknowledgement message was sent during pushback and the flight departed safely.
Narrative
On Day 0; I fulfilled the role of relief pilot aboard the flight; operating from ZZZ1 to ZZZZ. The flight served as part of the flying pilot's qualification training; under the supervision of the LCP (Line Check Pilot) Captain. Prior to our required reporting time; we convened in the chief pilots office to review procedures; discuss the qualification process; and ensure all necessary documentation was in order. Our flight briefing; planning; and preflight responsibilities were carried out in accordance with standard operating procedures; with me handling the customary preflight tasks expected of a relief pilot.During preflight checks; we encountered some flickering displays in the cockpit and promptly requested maintenance to address the issue before our overnight journey commenced. Despite this minor setback; we completed all required checklists and briefings on schedule. Due to the maintenance personnel interruption; the Captain didn't get the word that the aircraft was carrying DG (Dangerous Goods). Because of this he released the brakes for the ground crew prior to getting the Final DG message. He quickly set the brakes without the push and responded to the Final DG message that appeared as he released the brakes. After the dangerous good acknowledgment code; the crew quickly debriefed the issue and the Captain stated that he would file a report after the flight.Pushback; start; taxi; takeoff; and climbout were standard. Above 18;000 feet; the LCP debriefed the flying pilot his thrust lever positions for takeoff. Other than that; they had nothing else to debrief.The LCP contacted both the flying pilot and me of a non-standard rest break pattern in order for the flying pilot to see the procedures for the Oceanic Clearance and get an adequate break. The flying pilot would get the first break; the relief pilot would get the second break; while the LCP would get the third and final break.After the departure debrief; I switched seats with the flying pilot. After the switch; I assumed the flying duties while the Captain re-assumed the flying monitoring duties.The first two hours of my flying duty were standard. The LCP was engaging; and we had good conversations and learning. No errors on flying or missed calls. I noticed that the conversation had died down right before getting our food and the LCP got a little quiet. It was noticeably harder to keep the conversation going; but since this was the first time flying with him; I didn't realize or know that this was out of the ordinary. I did notice that he didnt eat much of his meal.Around the 3-hour mark of my flying duty and around when we were scheduled to wake the flying pilot; the Captain told me that he thinks we need to divert to ZZZ and he wasn't feeling well. I asked Dispatch to 'call me' via ACARS and started pulling out the diversion checklist. The Captain called to wake the flying pilot. During this time ATC tried giving us a shortcut to ZZZZ and I denied it and told them that we were currently dealing with something; and we wanted to stay on our current route. We denied assistance at that time. The Captain called Dispatch via SATCOM on speaker while I continued to talk to ATC. I also starting pulling data for ZZZ (landing; ATIS; distance; etc.)(ZZZ was about 170 miles away at the time).The Captain described the symptoms to dispatch and said that he wanted to not continue on the flight. Dispatch asked if we could continue to ZZZ2 (about 720 NM) for passengers. We made the decision to go to ZZZ because we were at least an hour closer; the weather was good; and it was a suitable company divert. As the flying pilot joined us in the cockpit we were informing ATC that we wanted to divert to ZZZ.I gave the oncoming flying pilot a brief on the situation. After ensuring that he was ready to reassume his role as flying pilot; we did a standard change of seats. Once the Captain ensured that the flying pilot was ready for the aircraft; they did a standard change ofcontrols and the Captain resumed the pilot monitoring duties.The crew worked together after receiving clearance from ATC to proceed direct to ZZZ. ATC immediately assigned a lower and the crew executed their roles in the standard fashion. As pilot monitoring; I resumed my standard role of monitoring the airplane and both pilots' actions. In addition; I communicated with the flight attendants; passengers; and ensured all items were accomplished per the diversion guide.The flying pilot completed a well thought out and concise descent brief. We talked about a heavy (not overweight) landing and mitigation of leaving the autobrakes on longer in addition to the normal briefing items. We did one last check with the Captain to ensure that he felt good enough to remain in his role. He said he was good; and the crew concurred. He said he would let us know if at any time he was in doubt. Both the flying pilot and I were confident that the Captain could execute his duties.We requested priority handling. It really didn't change anything for the descent. We didn't get Med link involved since we were so close to ZZZ. Med link would have only delayed our inevitable landing into ZZZ.We executed a normal approach and landing. The flying pilot transferred controls to the Captain. After clearing the runway; the Captain taxied to the gate with no issues. Medical personnel evaluated the Captain in the cockpit and decided to take the Captain to the local hospital for further evaluation. We informed the Captain that we would terminate the aircraft and handle the passengers and the aircraft.
Second reporter narrative
Early block out with Dangerous Goods; Precautionary Diversion to ZZZ due to Captain not feeling well.The FO and Relief Pilot met me in ZZZ1 FLT OPS earlier than show to go over operations as well as checking documentation and a standard briefing. Days before the flight; we had discussed the FO taking the first break so that he can be in the seat for the clearance as well as for the crossing. After obtaining our Dispatch Briefing; we proceeded to the gate. After briefing the flight attendants; we completed all checklist items. There was a maintenance issue regarding the FO display control and control stand backlight flickering. After that was resolved; we completed pre-briefing and completed the 'Preflight Checklist' and the 'Before Push' checklist. I then coordinated with the push back crew and verified they were ready for push back. After blocking out; we received a message regarding FINAL DANGEROUS GOODS. We blocked out 1 min before we sent the FINAL DG (Dangerous Goods) 'dangerous goods acknowledgement code'. I wasn't briefed on the Dangerous Goods message that came earlier. FO had placed the printout between the left and right throttles but due to maintenance coming on board to address the backlight write-up; the FO forgot to advise me of the dangerous goods message. I did notice a blank folded piece of printer paper between the left and right throttle. I had thought it was a reminder for the FO. I should have asked about it.All phases; from Before Takeoff to Cruise were normal. About 2:30 into the flight; I (Captain); felt a sensation of not being well with some weakness in both of my arms and both legs. I had also lost my appetite. I had asked the flight attendants for a glass of orange juice and consumed more water thinking I was getting dehydrated. I spent the time still conducting my PM (Pilot Monitoring) duties but also thinking ahead of what decision to make in the event this continued. About 40 min later; I concluded that with the portion of the flight ahead and not knowing if this condition would subside; that in the interest of the safety of my passengers and crew that we DIVERT to ZZZ. I contacted my FO on break to return to the flight deck and Dispatch via SATCOM and advised of my condition and my intention to DIVERT. Dispatch placed us on a brief hold and were asked if we would consider diverting to ZZZ2 to accommodate passengers better. I saw that the distance was considerably farther and ZZZ was only about 150 miles away. I didn't think ZZZ2 was appropriate and stated ZZZ would be most suitable. I had thought about MEDLINK but in doing so would have taken us further from ZZZ; taken more time and the end result would have been a divert anyway. I was not incapacitated and remained in the captain seat continuing my duties as PM. I felt it was best that I remain in the seat as I felt mentally capable but would have relieved myself in the event I or any of my crewmembers thought I was impaired. We received clearance from ATC to ZZZ. With less than 35 min remaining after turning south; I assisted making inputs into the FMC to ensure the Destination Airport was ZZZ. After the FO loaded runway XXC; I cleared the extra way points from the original route and set up a 30NM fix with 10000 to provide a path for descent. The FO briefed the approach; and I checked the landing weight and stated that there was no concern for an overweight landing. I completed the Descent Checklist; we made the 'Flight Attendants Prepare the Cabin for Landing Announcement'; and 'Landing Checklist'; all the while communicating with ATC. Normal landing on Runway XXC. Normal taxi to the gate where paramedics came up to the flight deck to conduct vitals. I was then taken via ambulance to the ER for further evaluation. I wish to commend both the FO and Relief pilot as they were phenomenal in their coordination and CRM. It was an amazing display of professionalism. One of the best I've ever seen.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.