Narrative:

During climb at 10000 ft, we received an aileron lockout light, a rudder ratio EICAS message and the autoland status monitor dropped to 'no autoland.' we were unable to get any autoplts engaged. We continued on route while troubleshooting with maintenance and maintenance control. After a period of time, it was determined that the problems were unfixable in the air and because of the crosswind restr on the rudder ratio and lack of any autoplts with unfavorable WX and wind in ZZZ1, I determined the best course of action was to return to ZZZ. We did not declare an emergency, but did ask for emergency equipment to standby. We completed an uneventful overweight landing. I believe I made the correct decision and completed all checklists. I am only writing this as soon as possible because the NTSB requested the voice recorder and flight recorder tapes be pulled, which seemed strange to me when there were no injuries or emergency. Callback conversation with reporter revealed the following information: the reporter stated that with the EICAS warning on the aileron lockout, rudder radio and autoplts failing to engage, there was no way the flight could continue as planned. The reporter said the decision was made to immediately return to the field. The reporter stated on parking on the gate, 19 faults were present on the airplane and all were speed related. The reporter said maintenance self-tested the air data computers and both had failed. The reporter stated a plane change was made as a pitot-static test was required after the computers were replaced. The reporter said he was very surprised to learn the NTSB requested removal of the flight recorder and the voice recorder.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B767-200 IN CLB AT 10000 FT RECEIVED EICAS WARNING OF AILERON LOCKOUT AND RUDDER RATIO WARNING. DIVERTED DUE TO OTHER RELATED SPD WARNINGS.

Narrative: DURING CLB AT 10000 FT, WE RECEIVED AN AILERON LOCKOUT LIGHT, A RUDDER RATIO EICAS MESSAGE AND THE AUTOLAND STATUS MONITOR DROPPED TO 'NO AUTOLAND.' WE WERE UNABLE TO GET ANY AUTOPLTS ENGAGED. WE CONTINUED ON RTE WHILE TROUBLESHOOTING WITH MAINT AND MAINT CTL. AFTER A PERIOD OF TIME, IT WAS DETERMINED THAT THE PROBS WERE UNFIXABLE IN THE AIR AND BECAUSE OF THE XWIND RESTR ON THE RUDDER RATIO AND LACK OF ANY AUTOPLTS WITH UNFAVORABLE WX AND WIND IN ZZZ1, I DETERMINED THE BEST COURSE OF ACTION WAS TO RETURN TO ZZZ. WE DID NOT DECLARE AN EMER, BUT DID ASK FOR EMER EQUIP TO STANDBY. WE COMPLETED AN UNEVENTFUL OVERWT LNDG. I BELIEVE I MADE THE CORRECT DECISION AND COMPLETED ALL CHKLISTS. I AM ONLY WRITING THIS ASAP BECAUSE THE NTSB REQUESTED THE VOICE RECORDER AND FLT RECORDER TAPES BE PULLED, WHICH SEEMED STRANGE TO ME WHEN THERE WERE NO INJURIES OR EMER. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT WITH THE EICAS WARNING ON THE AILERON LOCKOUT, RUDDER RADIO AND AUTOPLTS FAILING TO ENGAGE, THERE WAS NO WAY THE FLT COULD CONTINUE AS PLANNED. THE RPTR SAID THE DECISION WAS MADE TO IMMEDIATELY RETURN TO THE FIELD. THE RPTR STATED ON PARKING ON THE GATE, 19 FAULTS WERE PRESENT ON THE AIRPLANE AND ALL WERE SPD RELATED. THE RPTR SAID MAINT SELF-TESTED THE AIR DATA COMPUTERS AND BOTH HAD FAILED. THE RPTR STATED A PLANE CHANGE WAS MADE AS A PITOT-STATIC TEST WAS REQUIRED AFTER THE COMPUTERS WERE REPLACED. THE RPTR SAID HE WAS VERY SURPRISED TO LEARN THE NTSB REQUESTED REMOVAL OF THE FLT RECORDER AND THE VOICE RECORDER.

Data retrieved from NASA's ASRS site as of July 2007 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.