Narrative:

During climb (approximately FL330) to FL350 left engine limiter and left eec EICAS caution messages with corresponding high EPR and egt (yellow only). Captain was flying and I retarded thrust level to bring engine back to normal limits. I ran the QRH for the EICAS messages. After turning off the right eec per the QRH the rh eng fire bottle EICAS caution message appeared along with light. Ran QRH for that also. I then took over as flying pilot so captain could consult with maintenance onboard and maintenance control/ops. I requested with ATC to enter present position (ppos) hold while they troubleshot the problem. I also notified the aft flight attendants (flight attendant) of the problem and briefed passengers that we would be holding briefly. I kept the flight attendant's up to date on the situation. The captain elected to talk to the chief pilot via sat phone for a decision on whether to continue to destination or air turn back (atb). Chief pilot requested atb. I coordinated with ATC for continued holding to burn fuel to arrive back at [our departure airport] at or below maximum landing weight (mlw). ATC had equipment standing by. Prior to leaving hold aircraft was transferred back to captain for return to [the departure airport]. I sent ACARS to ops to notify ramp and [the line manager] (lm) that we were atb. I briefed the flight attendant's and passengers on the atb; due to a non-normal and that this was not an emergency. After cleared for approach we elected to break off approach and do a 360 to rejoin to ensure at or below mlw. Landed back at [departure station] at 197;400 pounds and returned to gate without incident.

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Original NASA ASRS Text

Title: B757 flight crew reported observing several EICAS caution messages and elected to return to the departure airport.

Narrative: During climb (approximately FL330) to FL350 Left ENG Limiter and Left EEC EICAS caution messages with corresponding high EPR and EGT (Yellow only). Captain was flying and I retarded thrust level to bring engine back to normal limits. I ran the QRH for the EICAS messages. After turning off the Right EEC per the QRH the RH Eng fire bottle EICAS caution message appeared along with light. Ran QRH for that also. I then took over as flying pilot so Captain could consult with maintenance onboard and maintenance Control/Ops. I requested with ATC to enter Present Position (PPOS) Hold while they troubleshot the problem. I also notified the aft Flight Attendants (FA) of the problem and briefed Passengers that we would be holding briefly. I kept the FA's up to date on the situation. The Captain elected to talk to the Chief Pilot via SAT phone for a decision on whether to continue to destination or Air Turn Back (ATB). Chief pilot requested ATB. I coordinated with ATC for continued holding to burn fuel to arrive back at [our departure airport] at or below Maximum Landing Weight (MLW). ATC had equipment standing by. Prior to leaving hold aircraft was transferred back to Captain for return to [the departure airport]. I sent ACARS to Ops to notify Ramp and [the line manager] (LM) that we were ATB. I briefed the FA's and Passengers on the ATB; due to a non-normal and that this was not an emergency. After cleared for approach we elected to break off approach and do a 360 to rejoin to ensure at or below MLW. Landed back at [departure station] at 197;400 LBS and returned to gate without incident.

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.