Air carrier flight crew reported multiple automation and navigation system malfunctions during departure climb. Flight crew diverted and landed uneventfully.
Synopsis
Air carrier flight crew reported multiple automation and navigation system malfunctions during departure climb. Flight crew diverted and landed uneventfully.
Narrative
Climbing out of ZZZ [airport] I was the pilot flying; at approximately 12;000' the AT (Autothrottle) and AP (Autopilot) kicked off and followed up with a AVNX MAU (Modular Avionics Unit) 3A fail message with several other associated messages. I continued flying by hand and talking on the radios while the captain ran the QRH. We decided to level off and let ATC know we would need to be vectored for a few minutes while we ran some checklists for the issues. We could tell that the speed brakes were at least 75% deployed due to being able to feel them in the flight deck. I notified the Captain; we decided to slow to 190 knots and work our flaps 2 in to see if the speed brakes would stow; they did not. The captain elected to request priority handling because we didn't know what type of control issues might arise during the approach. At this time while hand flying; there was noticeable control difficulties with the ailerons. We decided to turn back to ZZZ due to icing conditions towards our destination; and the QRH telling us to stay clear of icing. The captain ACARS dispatched to let them know; he takes to the flight attendants and passengers to let them know what was happening and why we would be returning. We called operations to ensure they knew we were coming back and to have a gate open with ramp personnel waiting. The QRH directed us to call for the flight control malfunction descent and landing checklist. Due to not having ADS 3 (Automatic Data System); FMS 2; and GPS 2 we elected for a transfer of flight controls for the descent and landing. After setting everything up for the approach we let ATC know we were ready for the approach. Both the approach and landing were uneventful. Upon landing we cleared the runway with a left turn and stopped to talk to ground. The safety equipment was surrounding us and asked if we needed assistance. We told them we could taxi to the gate and received our taxi clearance. I then called the OPs and they told us they were pushing back another aircraft despite our situation. After a few minutes the ramp team came and got us to our gate.
Second reporter narrative
Climbing out of ZZZ [airport] at approximately 12000 ft EICAS MSG AVNX MAU (Modular Avionics Unit) 3A FAIL with several other associated messages. FO (First Officer) was the flying pilot. I had him continue as flying pilot and also elected to have him take the radios as well. I ran the AVNX MAU 3A FAIL QRH procedure. The procedure said avoid icing conditions. There were icing conditions in ZZZ1 so I told my First Officer to tell ATC that we would plan on going back to ZZZ. First Officer informed me that it felt like the speed brakes were deployed. The speed brake indication on the EICAS was amber. The speed brakes were definitely deployed. We slowed to 190 kts in order to select flaps 2 to see if the speed brakes would stow. They did not. At that time I advise ATC due to not knowing exactly what position they would be in during landing. My First Officer advised ATC. I ACARS dispatch to let them know what was going on. I advised the flight attendants the nature of the situation and told them we wouldn't need the brace commands or the planned evacuation checklist. I advised the passengers of the situation and told them to plan on a normal landing that might seem a little fast due to the flight control malfunction. I advised them that they would see personnel around the plane after landing. I also advised them to follow the instructions of the flight attendants after landing. I called ops in ZZZ to let them know we were a priority aircraft returning to ZZZ. The QRC procedure directed us to Flight Control Malfunction Decent & Landing Checklists as well. The checklist gave us our appropriate speeds and landing configuration as well as a 1.2 malfunction factor. Due to us not having ADS 3; FMS 2; and GPS 2 I elected to fly the approach. After briefing and setting up the approach we transferred the flight controls to me as the flying pilot. First Officer told ATC we were ready for the approach to XXR into ZZZ. The approach and landing were uneventful. We exited at Taxiway 1. The safety equipment were there for us and asked for our intentions. We said we were good to taxi to the gate. They followed us to the gate. Ops didn't have a ramp crew meet us at the gate. First Officer called the ops frequency and asked for a ramp crew to marshal us into the gate. He was told our crew was working another flight and they would be over after they were done. He reminded ops that we were a priority aircraft and had personnel there waiting with us. The ramp crew then came out after a couple more minutes to guide us in.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.