Narrative:

Following a packs off takeoff on climb out to the west; passing thru approximately 18;000 ft we received the EICAS message; 'fwd eqmt ovht.' referenced the flight manual; we cycled forward equipment cooling selector to standby. Approximately 5 minutes later the same EICAS message appeared and the same irregular procedure calls for the switch to be placed in override; which was accomplished. The system operated normally following that step in the checklist. There were no other EICAS messages or status messages after completion of the checklist. Following level off; I initiated a satcom call to dispatch and requested a conference call with maintenance. The discussion centered on what had been accomplished through checklists and what was the present status of the aircraft. Maintenance advised that the same system had numerous hits but that there were no avionics losses or smoke in the cabin or cockpit. We collectively decided the aircraft was not ETOPS able as we were down to cabin pressure differential for equipment cooling purposes so the discussion moved to diversion considerations. Due to the quantity of fuel on board for the 7 hour flight and ZFW (zero fuel weight) over 260 kilos; we were approximately 25 kilos over maximum landing weight at that point and unable to dump since the center tank was empty. In addition; we had taken a delay on departure due to windshear advisories and additional thunderstorms were moving into the area; so I suggested we continue to an alternate for repairs since we had no further EICAS or status messages. I also wanted to avoid a windshear encounter at such a heavy weight. Dispatch and maintenance agreed that the aircraft was safe to continue; the weather was good and we would land at a much lower weight by flying approximately 90 minutes longer to the alternate. Dispatch coordinated this plan with all other departments and we re-filed our flight plan with ATC to show the alternate as new destination.at approximately 500 ft on approach; we had an EICAS message indicating 'no eqmt cooling' due to the minimal pressure differential. We landed approximately 4;900 pounds over maximum landing weight with a smooth touchdown and autobrakes. Upon arrival at the gate; we had ground air hooked up immediately to prevent damage to the avionics. Several brakes reached level 5-6 so we arranged to have the tires chalked and released the brakes in accordance with sops. Maintenance found at least one supply fan failure upon inspection and numerous airflow problems while troubleshooting the system. The aircraft was taken out of service.

Google
 

Original NASA ASRS Text

Title: B767 Captain experienced an EICAS message; 'Fwd Eqmt Ovht' climbing out of 18;000 FT. The QRH calls for the Fwd Eqmt Cooling selector to be placed in standby and five minutes later the overheat message repeated. The QRH calls for the switch to be placed in override; which is successful. The crew elected to divert enroute as the aircraft is not suitable for ETOPS.

Narrative: Following a packs off takeoff on climb out to the west; passing thru approximately 18;000 FT we received the EICAS message; 'Fwd Eqmt Ovht.' Referenced the Flight Manual; we cycled Forward Equipment Cooling Selector to Standby. Approximately 5 minutes later the same EICAS message appeared and the same irregular procedure calls for the switch to be placed in Override; which was accomplished. The system operated normally following that step in the checklist. There were no other EICAS messages or Status messages after completion of the checklist. Following level off; I initiated a SATCOM call to Dispatch and requested a conference call with Maintenance. The discussion centered on what had been accomplished through checklists and what was the present status of the aircraft. Maintenance advised that the same system had numerous hits but that there were no avionics losses or smoke in the cabin or cockpit. We collectively decided the aircraft was not ETOPS able as we were down to cabin pressure differential for equipment cooling purposes so the discussion moved to diversion considerations. Due to the quantity of fuel on board for the 7 hour flight and ZFW (Zero Fuel Weight) over 260 Kilos; we were approximately 25 Kilos over maximum landing weight at that point and unable to dump since the center tank was empty. In addition; we had taken a delay on departure due to windshear advisories and additional thunderstorms were moving into the area; so I suggested we continue to an alternate for repairs since we had no further EICAS or Status messages. I also wanted to avoid a windshear encounter at such a heavy weight. Dispatch and Maintenance agreed that the aircraft was safe to continue; the weather was good and we would land at a much lower weight by flying approximately 90 minutes longer to the alternate. Dispatch coordinated this plan with all other departments and we re-filed our flight plan with ATC to show the alternate as new destination.At approximately 500 FT on approach; we had an EICAS message indicating 'No Eqmt Cooling' due to the minimal pressure differential. We landed approximately 4;900 LBS over maximum landing weight with a smooth touchdown and autobrakes. Upon arrival at the gate; we had ground air hooked up immediately to prevent damage to the avionics. Several brakes reached level 5-6 so we arranged to have the tires chalked and released the brakes in accordance with SOPs. Maintenance found at least one supply fan failure upon inspection and numerous airflow problems while troubleshooting the system. The aircraft was taken out of service.

Data retrieved from NASA's ASRS site as of April 2012 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.