Narrative:

When I got to the aircraft my first officer; told me that he saw little bit of water dripping from the escape hatch of the aircraft and was dripping on the center pedestal. While we conducted our preflight checks all radios were working and checks where completed. Taking off out of khsv on runway 18R. After we take off on the runway climbing out on runway heading to 5000 feet; tower told us to contact departure and I responded by reading back the instruction and switch to departure frequency which is 118.05. I call departure and that's when we lost all communications with ATC; all radios was not working or transmitting at all. So I followed my clearance turn on course and then 10 minutes later we climb to our filed altitude which was FL340. Finally after we got up to our cruise altitude in VFR; conditions we were able to utilized ACARS; which was a huge asset of regaining some sort of communication which I was able to communicate with dispatcher let her know what the situation is. I had to utilize all my resources as a captain; which in result by breaking company SOP procedures because I could not communicate with our fas so I had to instruct the first officer to open the cockpit door so he could explain to the flight attendants on what is going on with us in the flight deck.they could not understand his accent at all so I had to instruct him to get back to the flight deck so he could fly the aircraft while address the fas and our passengers on the situation. I also violated sops by having one of our qualified first officer that was in the cabin non rev; which I had flown quite few times since I have been a captain and he is very competent and more than capable to assist in the flight deck. We did not have sufficient oxygen for three crew requirement: however at the time I feel like he was best resources that I have at my disposal to assist my first officer while is flying.anyways we continue to dfw; on our flied route talking to dispatcher and we received ACARS msg asking if we squawk 7600 and we responded saying yes and our dispatcher saying that ATC wants to squawk 7600 it seems like they were not picking us up I tried to identify ATC by pushing the button. Anyway we were finally able to re-establish communication on the jump seat or observer seat radio and that how we were able to complete the flight with communication with ATC and land. I greatly believed that we all did a great job as a team from soc; pilots; fas; ATC; etc. We did the best we can as while we can. I greatly appreciated all the support with our dispatcher and ATC; they were tremendous with their procedures. I believed we as a crew did a great job with our preflight procedures we had no signs or indication that our radios would have failed us on takeoff. I know when the first officer called for our clearance; I know he had to repeat or read the clearance back twice I didn't feel it was a radio issues at all. I can only assume he may misunderstood the clearance or maybe not?

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Original NASA ASRS Text

Title: Air carrier flight crew reported the loss of all communications shortly after takeoff likely due to water damage to the radios.

Narrative: When I got to the aircraft my FO; told me that he saw little bit of water dripping from the escape hatch of the aircraft and was dripping on the center pedestal. While we conducted our preflight checks all radios were working and checks where completed. Taking off out of KHSV on runway 18R. After we take off on the runway climbing out on runway heading to 5000 feet; tower told us to contact departure and I responded by reading back the instruction and switch to departure frequency which is 118.05. I call departure and that's when we lost all communications with ATC; all radios was not working or transmitting at all. So I followed my clearance turn on course and then 10 minutes later we climb to our filed altitude which was FL340. Finally after we got up to our cruise altitude in VFR; conditions we were able to utilized ACARS; which was a huge asset of regaining some sort of communication which I was able to communicate with dispatcher let her know what the situation is. I had to utilize all my resources as a captain; which in result by breaking company SOP procedures because I could not communicate with our FAs so I had to instruct the FO to open the cockpit door so he could explain to the flight attendants on what is going on with us in the flight deck.They could not understand his accent at all so I had to instruct him to get back to the flight deck so he could fly the aircraft while address the FAs and our passengers on the situation. I also violated SOPs by having one of our qualified FO that was in the cabin non rev; which I had flown quite few times since I have been a captain and he is very competent and more than capable to assist in the flight deck. We did not have sufficient oxygen for three crew requirement: However at the time I feel like he was best resources that I have at my disposal to assist my FO while is flying.Anyways we continue to DFW; on our flied route talking to dispatcher and we received ACARS msg asking if we squawk 7600 and we responded saying yes and our dispatcher saying that ATC wants to squawk 7600 it seems like they were not picking us up I tried to identify ATC by pushing the button. Anyway we were finally able to re-establish communication on the jump seat or observer seat radio and that how we were able to complete the flight with communication with ATC and land. I greatly believed that we all did a great job as a team from SOC; Pilots; FAs; ATC; etc. We did the best we can as while we can. I greatly appreciated all the support with our dispatcher and ATC; they were tremendous with their procedures. I believed we as a crew did a great job with our preflight procedures we had no signs or indication that our radios would have failed us on takeoff. I know when the FO called for our clearance; I know he had to repeat or read the clearance back twice I didn't feel it was a radio issues at all. I can only assume he may misunderstood the clearance or maybe not?

Data retrieved from NASA's ASRS site 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.