2024-06 · NASA ASRS report 2134202
B-747 air carrier flight crew reported an electrical malfunction which affected other systems during climb including a stick shaker. The crew recovered from the aircraft malfunctions and continued to destination.
Rolling delay before wakeup due to aircraft Flap Drive inbound. Dispatcher never updated flight plan with new departure times; never received new flight plan revision. Finally got released. During departure climb out; 2-5 mins after take-off; we get an ELEC BUS ISLN 1 EICAS message. CA hands me his QRH to run the checklist. Aircraft is coupled to R autopilot and auto throttles. After determining that CA had completed active radio call and had performed duties requested by flying FO; I open the QRH to page X.Y and read off the checklist. Country A airspace procedures and busyness did not help the situation. Once the CA performs step 1 BUS TIE switch (affected bus) … OFF; then AUTO; we lose power on electrical system 1-my headset goes quiet; it gets darker on the flight deck; autopilot/auto throttles disengage with CAUTION horn. Around this time; I hear the stick shaker go off and the CA state that speed is decreasing. FO performs stall recovery procedure and stick shaker stops. CA resets FD's (Flight Director) and auto throttles and we continue to monitor aircraft performance. No altitude loss occurred. Once the aircraft is responding properly and we are climbing/accelerating; I notice an ELEC GEN OFF 1 EICAS message. We perform QRH X.Y but the generator doesn't reset and we write it up in the logbook. Once everything is cleaned up and we are proceeding on to ZZZ; we begin discussing what happened. The final determination is that we should have waited until we were at a higher altitude and out of a critical phase of flight before performing the QRH procedures. We also determined that the event may not have happened the way it did if we had been coupled to the L autopilot (this would have been abnormal since the FO was flying; but something to think about if in this situation again). Cause: The disruption of electrical power and subsequent QRH actions is what we believe caused the stick shaker to engage due to the amber band rapidly rising immediately after QRH procedure was performed. We believe this event would not have manifested as it did if we had waited until straight and level flight and; possibly; being coupled to L autopilot before performing QRH procedures. It is attention grabbing when you are face-down reading the QRH when you hear and feel the stick shaker activate. The flying crew handle everything appropriately and the aircraft responded positively. Not sure what the original cause of the electrical issue; but this aircraft has multiple system issues going on and should be taken down for maintenance to help prevent any further inflight issues. Suggestions: We believe disruption of electrical power and subsequent QRH actions is what caused the stick shaker to engage due to the amber band rapidly rising immediately after QRH procedure was performed. We believe this event would not have manifested as it did if we had waited until straight and level flight and; possibly; being coupled to L autopilot before performing QRH procedures. Not sure what the original cause of the electrical issue; but this aircraft has multiple system issues going on and should be taken down for maintenance to help prevent any further inflight issues. Also; aircraft should not be minimally manned in Country A airspace. The language issues; the use of Meters and required conversions; IFR conditions; and emergency/QRH procedures are not a good mix for safety. I am so thankful that we had 3 crewmembers during this event.
CA - Pilot Monitoring.. FO - Pilot Flying. First Observer was reading the checklist while Captain performed the task. While running an ELEC BUS ISLN 1 QRH checklist; we had all kinds of anomalies happen... Including FMA (Flight Mode Annunciator) malfunctions; and a split-second stick shaker; where I personally believe that the shaker shouldn't have gone off. 240 kts; flaps 1; Close to max gross weight. (Report was filled) - This all happened on departure; no altitude or speed deviations; no route deviations. The reason for this report is just to cover our bases in case something comes up. Again; report was filled.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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