Narrative:

This report describes an air turn-back to departure airport after 'battery discharging' indication on an MD11. I was the pilot flying and the captain was the pilot monitoring. The night takeoff and departure was uneventful. While we were climbing northbound and passing approximately 17;000 ft we got the level 1 'battery discharging' alert. The captain requested a level off at FL190 so we could work the alert. QRH directs landing at nearest suitable airport due to pending loss of battery power and loss of vital battery bus equipment. The captain declared emergency for electrical malfunction and requested turn south back the departure airport. Center cleared us southeast back and a descent to 3;000 ft. The alert then went away after being illuminated for approximately 5 minutes. We decided to continue with the air turn-back and the captain informed center that we were no longer an emergency but that we were still returning. Due to being above landing weight; the captain requested to dump fuel at 10;000 ft. The controller approved our level off at 10;000 ft and gave us vectors east and then west of runway 18C approach course approximately 40 NM north of the airport. After dumping 42;000 pounds to reach max landing weight; the captain requested vectors to ILS. ATC then vectored us to ILS approach course; told us to descend to 3;000 ft; and cleared us ILS approach. When we switched to tower frequency; we were immediately given landing clearance. After a moment; tower asked if we were cleared the ILS; and the captain responded that we had indeed been cleared the ILS. Then tower asked us to confirm if we were [an] emergency or not. The captain responded that we were no longer an emergency. While on final; the level 1 'battery discharging' alert illuminated again; and then went out after approximately 1 minute. We landed without incident and taxied back to parking. After shutdown; the captain called the duty officer regarding the details of our air turn-back and fuel dumping. This air turn-back was caused by an electrical malfunction. Although the malfunction indication initially went away after approximately 5 minutes; I think the captain made the prudent and correct decision to continue with the air turn-back. Overall; I think our crew handled the air turn-back well. The captain was methodical; very clear on roles; and asked for my input. I attribute our effectiveness to the captain's leadership during his initial crew brief and his in-depth emergency return discussions. The day before; during the initial crew brief the captain emphasized the tenants of 'effective communication' and its importance to our crew's success. Furthermore; we executed exactly what the captain briefed in case of an emergency and return.

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Original NASA ASRS Text

Title: An MD-11 BATTERY DISCHARGING alert illuminated during climb out so an emergency was declared; fuel dumped; and the flight returned to the departure airport with the alert no longer showing.

Narrative: This report describes an air turn-back to departure airport after 'BATTERY DISCHARGING' indication on an MD11. I was the pilot flying and the Captain was the pilot monitoring. The night takeoff and departure was uneventful. While we were climbing northbound and passing approximately 17;000 FT we got the Level 1 'BATTERY DISCHARGING' alert. The Captain requested a level off at FL190 so we could work the alert. QRH directs landing at nearest suitable airport due to pending loss of battery power and loss of vital Battery Bus equipment. The Captain declared emergency for electrical malfunction and requested turn south back the departure airport. Center cleared us southeast back and a descent to 3;000 FT. The alert then went away after being illuminated for approximately 5 minutes. We decided to continue with the air turn-back and the Captain informed Center that we were no longer an emergency but that we were still returning. Due to being above landing weight; the Captain requested to dump fuel at 10;000 FT. The Controller approved our level off at 10;000 FT and gave us vectors east and then west of Runway 18C approach course approximately 40 NM north of the airport. After dumping 42;000 pounds to reach max landing weight; the Captain requested vectors to ILS. ATC then vectored us to ILS approach course; told us to descend to 3;000 FT; and cleared us ILS approach. When we switched to Tower frequency; we were immediately given landing clearance. After a moment; Tower asked if we were cleared the ILS; and the Captain responded that we had indeed been cleared the ILS. Then Tower asked us to confirm if we were [an] emergency or not. The Captain responded that we were no longer an emergency. While on final; the Level 1 'BATTERY DISCHARGING' alert illuminated again; and then went out after approximately 1 minute. We landed without incident and taxied back to parking. After shutdown; the Captain called the Duty Officer regarding the details of our air turn-back and fuel dumping. This air turn-back was caused by an electrical malfunction. Although the malfunction indication initially went away after approximately 5 minutes; I think the Captain made the prudent and correct decision to continue with the air turn-back. Overall; I think our crew handled the air turn-back well. The Captain was methodical; very clear on roles; and asked for my input. I attribute our effectiveness to the Captain's leadership during his initial crew brief and his in-depth emergency return discussions. The day before; during the initial crew brief the Captain emphasized the tenants of 'effective communication' and its importance to our crew's success. Furthermore; we executed exactly what the Captain briefed in case of an emergency and return.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.