Narrative:

As the augmented pilot; I went on first break. I was woken by a flight attendant who stated that there was smoke in the cockpit; that we were diverting; and that we were landing in about 45 minutes. Upon returning to the flight deck; I could immediately detect an electrical smoke-type smell; but did not see any indications of smoke. The flying pilots were talking to maintenance and in the process of pulling an overhead circuit breaker. The lower EICAS display panel was black (blank). Fuel dumping was in progress. The navigation display showed direct to the divert airport. The captain and first officer briefed me that after going black; the lower EICAS display had started to smoke around the edges of the glass screen. A smoky wisp at first; but then at a higher level that greatly concerned them. They had contacted dispatch via satcom; and maintenance was patched in. An emergency had been declared with ATC and squawking 7700. I was briefed that we were diverting and approximately 45 minutes from landing. Also; the crew was in the process of dumping fuel to 56;000 pounds remaining fuel (to attain maximum landing weight of 460.0) the captain asked me to refer to the pilot diversion guide. (Prior to my entering the flight deck; a flight attendant asked that we make an announcement to the passengers that we were diverting; as they were aware of a course change on the inflight entertainment system. This request was passed along to the captain). Passengers were notified of our inflight condition; divert destination; and arrival time/weather. At some point in the descent; 'fuel automatic jettison' EICAS message condition: one of these occurs: 'the total fuel quantity is less than the fuel to remain and a jettison nozzle valve is open.' 'the fuel jettison automatic shutoff is failed.' the first officer referred to the ecl. The fuel remaining indication on the upper EICAS display went to 0.0. The captain attempted to override manually to return to the desired level of fuel remaining 56.0 pounds. This was unsuccessful at first; but eventually the fuel remaining returned to 56.0 without further input. Captain requested from air traffic control that fire/crash rescue equipment be in position on arrival at runway 24; as a precaution. The captain did not feel the situation necessary for preparation for evacuation; but felt prudent to have equipment available. During descent phase; a second EICAS message 'C1 elec hydraulic pump fault.' in conjunction with fault light in overhead panel 'C1 elec hydraulic pump' switch. Ecl referred to and switch was secured in off position. Status message appeared on upper EICAS display. When referred to status page; the following messages were noted: (this may not be a complete list). Elms P110 panel + door flight lock 1L/2L/3L/4L + cargo heat aft. From that point on; the remaining flight was uneventful with vectors to final approach CAT 1 ILS runway 24. A normal landing and touchdown were made. Announcement made to passengers that everything was ok; and that we would taxi to the ramp area where fire equipment would inspect the exterior of the aircraft; as a precaution. A single fire truck inspected the nose wheel area and reported no visible damage or concern. Gear synoptic was checked for brake temperatures. We taxied to the terminal/loading bridge. Fire fighting personnel boarded the airplane and entered the flight deck to get a briefing from the captain. As part of their process; they used a special heat detecting camera to scan the instrument panel. No unusual heat was detected and personnel felt that there was no further concern with the lower EICAS display other than residual 'electrical smoke' odor. Landing weight 458.0 pounds. (460.0 structural). Landed with approximately 53.0 pounds. Upon completion of parking checklist; kept adiru on and APU running for satcom availability. Fuel jettison report was provided via satcom to dispatcher at the gate. Notification of landing weight below max landing weight was passed to maintenance.ground support personnel contacted a contract aircraft maintenance technician 'engineer' who was not qualified on B-777. His initial suggestion was that lower EICAS display might be deferrable. Further inquiry was made regarding contacting/locating B-777 qualified technician in the local area for further investigation/inspection. The elms P110 panel status message was of concern; plus the other status messages. Via satcom we spoke with the duty manager for human factors checklist. Crew scheduling determined that our duty day would expire at in about two hours; if we were able to continue to our filed destination; and in about five hours; if we were able to fly to a closer domestic destination. As the hours ticked by; it was determined that maintenance engineers would arrive from our departure airport that evening with a replacement display panel and parts for elms P110 panel. We were assigned a departure time to our filed destination the next morning.

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Original NASA ASRS Text

Title: A B777 lower EICAS display began smoking at cruise on an international flight so an emergency was declared and while diverting EICAS Messages for Fuel JETTISON; FUEL REMAINING; a HYDRAULIC Pump; Cargo Heat and Door Lock were displayed. The flight terminated uneventfully for delayed maintenance.

Narrative: As the augmented pilot; I went on first break. I was woken by a Flight Attendant who stated that there was smoke in the cockpit; that we were diverting; and that we were landing in about 45 minutes. Upon returning to the flight deck; I could immediately detect an electrical smoke-type smell; but did not see any indications of smoke. The flying pilots were talking to Maintenance and in the process of pulling an overhead circuit breaker. The lower EICAS DISPLAY panel was black (blank). Fuel dumping was in progress. The navigation display showed direct to the divert airport. The Captain and First Officer briefed me that after going black; the lower EICAS DISPLAY had started to smoke around the edges of the glass screen. A smoky wisp at first; but then at a higher level that greatly concerned them. They had contacted Dispatch via SATCOM; and Maintenance was patched in. An emergency had been declared with ATC and squawking 7700. I was briefed that we were diverting and approximately 45 minutes from landing. Also; the crew was in the process of dumping fuel to 56;000 pounds remaining fuel (to attain maximum landing weight of 460.0) The Captain asked me to refer to the Pilot Diversion Guide. (Prior to my entering the flight deck; a Flight Attendant asked that we make an announcement to the passengers that we were diverting; as they were aware of a course change on the inflight entertainment system. This request was passed along to the Captain). Passengers were notified of our inflight condition; divert destination; and arrival time/weather. At some point in the descent; 'FUEL AUTO JETTISON' EICAS Message Condition: One of these occurs: 'The total fuel quantity is less than the fuel to remain and a jettison nozzle valve is open.' 'The fuel jettison automatic shutoff is failed.' The First Officer referred to the ECL. The Fuel Remaining indication on the Upper EICAS DISPLAY went to 0.0. The Captain attempted to override manually to return to the desired level of fuel remaining 56.0 LBS. This was unsuccessful at first; but eventually the fuel remaining returned to 56.0 without further input. Captain requested from Air Traffic Control that Fire/Crash Rescue equipment be in position on arrival at Runway 24; as a precaution. The Captain did not feel the situation necessary for preparation for evacuation; but felt prudent to have equipment available. During descent phase; a second EICAS message 'C1 ELEC HYD PUMP FAULT.' In conjunction with FAULT light in overhead panel 'C1 ELEC HYD PUMP' switch. ECL referred to and switch was secured in OFF position. Status message appeared on Upper EICAS DISPLAY. When referred to Status page; the following messages were noted: (this may not be a complete list). ELMS P110 PANEL + Door Flight Lock 1L/2L/3L/4L + CARGO HEAT AFT. From that point on; the remaining flight was uneventful with vectors to final approach CAT 1 ILS Runway 24. A normal landing and touchdown were made. Announcement made to passengers that everything was OK; and that we would taxi to the ramp area where fire equipment would inspect the exterior of the aircraft; as a precaution. A single fire truck inspected the nose wheel area and reported no visible damage or concern. Gear synoptic was checked for brake temperatures. We taxied to the terminal/loading bridge. Fire Fighting personnel boarded the airplane and entered the flight deck to get a briefing from the Captain. As part of their process; they used a special heat detecting camera to scan the instrument panel. No unusual heat was detected and personnel felt that there was no further concern with the Lower EICAS Display other than residual 'electrical smoke' odor. Landing weight 458.0 LBS. (460.0 Structural). Landed with approximately 53.0 LBS. Upon completion of Parking Checklist; kept ADIRU ON and APU running for SATCOM availability. FUEL JETTISON REPORT was provided via SATCOM to Dispatcher at the gate. Notification of landing weight below Max Landing Weight was passed to Maintenance.Ground support personnel contacted a contract aircraft Maintenance Technician 'Engineer' who was not qualified on B-777. His initial suggestion was that Lower EICAS Display might be deferrable. Further inquiry was made regarding contacting/locating B-777 qualified technician in the local area for further investigation/inspection. The ELMS P110 PANEL Status message was of concern; plus the other status messages. Via SATCOM we spoke with the Duty Manager for Human Factors Checklist. Crew Scheduling determined that our duty day would expire at in about two hours; if we were able to continue to our filed destination; and in about five hours; if we were able to fly to a closer domestic destination. As the hours ticked by; it was determined that maintenance engineers would arrive from our departure airport that evening with a replacement display panel and parts for ELMS P110 Panel. We were assigned a departure time to our filed destination the next morning.

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.