Narrative:

October 2013; upon releasing the B767 aircraft for service as the flight technician (tech) on-board; we departed from ZZZ to ZZZ1 with no issues. After about 30-minutes in route; flight attendants began to notice that the plane was behaving in an odd way (unusual up and down movement). One flight attendant called the flight deck and was advised by the PIC that the auto throttle (a/T) was disconnected and they were performing a checklist and considering diversion options. About five minutes later; flight deck called the flight attendants once more and requested to talk with me as the flight tech on-board. He indicated that they had a te flap/slat disagree EICAS message and other faults (flap indication at 1-degree; stby att indicator inoperative (inop); left radio rack inop; left isl valve inop light on overhead panel; rev isl light on pedestal) I advised the crew to reset the flap message using the alternate flap system arming switches to no avail. Crew asked me to check the flap position visually. I indicated to the crew that the leading edge (left/east) and the trailing edge (T/east) flaps looked completely retracted and secured in the 'up' position. No further contact was made with the crew until landing. Crew informed the cabin via PA about the decision to divert to ZZZ2; about 80 miles of our current position. About 10-minutes later; we landed in ZZZ2 with the flaps retracted. No thrust reversers were used and maximum brake force was used to stop. Upon taxing to the gate I observed airport firefighter vehicles following the aircraft and shooting water to the landing gear. Once arrived to the gate; I went to the flight deck to speak with the crew. They explained to me that they could not operate the flaps since indication never moved from 1-degree. I observed the faults noted by the crew before. I started to accomplish preliminary troubleshooting (T/south) procedures; trying to isolate the faults. During that process I discovered that the circuit breaker (C/B) A2; on the P6-1 panel (dc stby) was in the 'open' [C/B pulled] position. I accomplished the reset procedure in accordance with the aircraft maintenance manual (amm) and all messages and faults went away. Flap indication came back '0' degrees and all fault lights mentioned above extinguished. I was able to operate the flaps to 'full down' and back to 'up' position with no problems. I accomplished the fault isolation bite procedure for the flap slat elex control unit. No faults were found... About the same time of these events; we were informed by the ground crew that we had at least two flat tires on the right main landing gear (medium large transport) truck; and that the brakes on both medium large transport trucks were glowing red. I had to wait about an hour before I was able to perform a further inspection of the tires and brakes safely. Upon further inspection I found medium large transport tires number 3; number 4 and number 7 deflated. Tire number 8 remained inflated. I proceeded to perform corrective action of these issues in accordance with aircraft maintenance manual (amm). Upon completion of these tasks; the aircraft departed ZZZ2 bound to ZZZ3 with no issues. Flight was uneventful and aircraft landed in ZZZ3 to accomplish further inspection and maintenance.

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Original NASA ASRS Text

Title: An onboard Flight Technician on a B767 was informed by Flight Deck they had TE FLAP/SLAT disagree EICAS MESSAGE and other faults (flap indication at 1-degree; Stby ATT Indicator inop; left radio rack inop; L ISL VALVE inop light on Ovhd Panel; Auto Throttles disconnected; REV ISL light on pedestal while inflight. Aircraft diverted; landed flaps retracted; no Thrust Reversers and maximum braking; numerous MLG tires deflated. Circuit Breaker (C/B); A2 (DC Standby) on P6-1 Overhead Panel found 'Open'.

Narrative: October 2013; upon releasing the B767 aircraft for service as the Flight Technician (Tech) on-board; we departed from ZZZ to ZZZ1 with no issues. After about 30-minutes in route; flight attendants began to notice that the plane was behaving in an odd way (unusual up and down movement). One Flight Attendant called the flight deck and was advised by the PIC that the Auto Throttle (A/T) was disconnected and they were performing a checklist and considering diversion options. About five minutes later; flight deck called the flight attendants once more and requested to talk with me as the Flight Tech on-board. He indicated that they had a TE FLAP/SLAT disagree EICAS MESSAGE and other faults (flap indication at 1-degree; Stby ATT Indicator Inoperative (Inop); left radio rack Inop; L ISL VALVE Inop light on Overhead Panel; REV ISL light on pedestal) I advised the crew to reset the flap message using the Alternate Flap System arming switches to no avail. Crew asked me to check the flap position visually. I indicated to the crew that the Leading Edge (L/E) and the Trailing Edge (T/E) flaps looked completely retracted and secured in the 'UP' position. No further contact was made with the crew until landing. Crew informed the cabin via PA about the decision to divert to ZZZ2; about 80 miles of our current position. About 10-minutes later; we landed in ZZZ2 with the flaps retracted. No thrust reversers were used and maximum brake force was used to stop. Upon taxing to the gate I observed airport firefighter vehicles following the aircraft and shooting water to the landing gear. Once arrived to the gate; I went to the flight deck to speak with the crew. They explained to me that they could not operate the flaps since indication never moved from 1-degree. I observed the faults noted by the crew before. I started to accomplish preliminary Troubleshooting (T/S) procedures; trying to isolate the faults. During that process I discovered that the Circuit Breaker (C/B) A2; on the P6-1 panel (DC STBY) was in the 'Open' [C/B pulled] position. I accomplished the reset procedure in accordance with the Aircraft Maintenance Manual (AMM) and all messages and faults went away. Flap indication came back '0' degrees and all fault lights mentioned above extinguished. I was able to operate the flaps to 'Full Down' and back to 'UP' position with no problems. I accomplished the Fault Isolation BITE Procedure for the Flap Slat Elex Control Unit. No faults were found... About the same time of these events; we were informed by the ground crew that we had at least two flat tires on the right Main Landing Gear (MLG) truck; and that the brakes on both MLG trucks were glowing red. I had to wait about an hour before I was able to perform a further inspection of the tires and brakes safely. Upon further inspection I found MLG tires Number 3; Number 4 and Number 7 deflated. Tire Number 8 remained inflated. I proceeded to perform corrective action of these issues in accordance with Aircraft Maintenance Manual (AMM). Upon completion of these tasks; the aircraft departed ZZZ2 bound to ZZZ3 with no issues. Flight was uneventful and aircraft landed in ZZZ3 to accomplish further inspection and maintenance.

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.