B767 flight crew reported several indications of open doors and pressurization failure resulting in a diversion.
Synopsis
B767 flight crew reported several indications of open doors and pressurization failure resulting in a diversion.
Narrative
At cruise FL350 got multiple master cautions and EICAS alerts. We had cargo door open front and rear; emergency door warning at first. I told the FO to maintain flight path and fly the airplane. The cabin started climbing and then multiple EICAS alerts started again. Door lights were lit up on the overhead panel and at one point there were more EICAS messages than I could count. I [advised ATC] and we had the other fo come back from crew rest. I performed the checklist for the first item which was the cargo doors. I told ATC we needed to descend to 14;000 and for a vector off the airway (at 14;000 the cabin pressure stabilized and there was no need to go to 10;000). I checked the grid altitudes in our area and we were on a safe track. I called dispatch and informed the what was going on and the patched in Maintenance Control. The FO was wanting to start another checklist and I told him to keep flying the airplane. We didn't need two people running checklists and no one flying. It took a while to get the other FO in as there were so many things happening that we couldn't take time to let them in. The purser called and said door 2L was making a horrendous noise. I had the Relief Pilot call the purser and make a PA. Purser reported that the PA was very weak; so we had them talk to the passengers. I conferred with dispatch to go to ZZZZ [airport] and ZZZZ1 [airport] as a back up to that if needed. I coordinated with dispatch to get our info to ops in ZZZZ. Dispatch was very helpful and a huge asset to us. I talked to the purser and gave them the briefing info. We then did a thorough approach brief and discussed our threats and flight path forward. We landed 7;000 pounds over max landing; which we thoroughly briefed. We insured all checklists we complete and had a normal approach and landing.
Second reporter narrative
I was about an hour into my rest period when I was awakened to return to the cockpit for a diversion. The Captain and relief officer briefed me about the indications they had received about several doors showing open and about the cabin pressurization climbing at about 500 feet per minute. They had initiated a descent according to the checklists to 14;000 feet when I resumed my duties as first officer. We discussed possible diversion airports and gathered the weather and info for each ZZZZ [airport] was determined to be the most suitable airport due to the facilities available and its proximity to our location.We coordinated with ATC while the captain also communicated with dispatch; Maintenance Control and the cabin crew. I set up the FMC for arrival into ZZZZ and communicated with ATC. The relief officer coordinated with the cabin crew as well as making announcements to the passengers.Once we began the descent out of 14;000; we checked to ensure that all of the required checklists had been accomplished. The cabin descended normally after we went below 9;500 feet. No other errant indications were received for the remainder of the flight. Throughout this process; each time there was a break in activity; we came back together to catch each other up and make sure we were all on the same page. Having completed all of the necessary items; we continued to ZZZZ and flew the ILS XX to landing.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.