Narrative:

@ Gate- deferred left DCU- multiple other mels in existencet/O & initial climb- max power T/O requested by mx carefully ran power up and checked all gauges- right engine bleed off light & EICAS- 1000' AGL selected VNAV; did not arm/engage; auto-throttles disengaged; right engine temp went up to 866CLIMB- ATC gave us multiple changes altitude and frequency changes simultaneously:- ran QRH procedure for right engine bleed off- troubleshooting for MCP (mode control panel)/autoflight issues (cycled F/ds; tried different autopilots since the center one kept clicking off. The right worked best)- indications: - MCP (VNAV; fl ch; V/south lighted; and all speed/alt windows open) - FMA (completely degraded - only V/south & heading initially; nothing in a/T section)- autothrottles kept kicking off. We left them off for the remainder of the flight once verified they were inop.- called company on both frequencies listed in the flight plan. No answer on either frequency; used satcom. Company decided to continue to ZZZ.level- FL330 we got a main cabin altitude warning - indications: associated EICAS messages; warning horn; and status messages cabin altitude 1 & 2- actions: - performed QRH procedure (switched to manual mode; outflow valve closed; cabin alt climbing at 400-500 fpm)- ATC cleared us to descend to 10;000 feet- hand flown descent by captain- did not exceed any aircraft limitations; cabin altitude maxed out at 12;500DESCENT- indications: all 4 eqpt ovht (equipment overheat) indications cycled on/off several times (smoke/flo off; eqpt ovht; vavle; auxiliary off); no smoke or fire indications; and the right recirc fan remained on- actions: - completed emergency; abnormal; and normal checklists (descent check etc.)- set up for approach into ZZZ- ATC re-routed direct ZZZ- started APU @ 10k approach- handflown ILS runway xx ZZZ- eqpt ovht indications continued to cycle throughout taxi in to parking. Block-in - mx met aircraft- post flight inspections did not expose any obvious issues - de-briefed write-ups with mx - called chief pilot as soon as we made it to the hotel lobby. Dispatch had not yet notified him - company operations and maintenance frequencies need to be monitored.- dispatch needs to communicate better with pilots and management. Reference the chief pilot not being notified of this event until we called him over an hour later.- more thorough post-maintenance test flights and procedures. One flight would have determined and predicated this situation.- flight followers and maintenance control determined that we should continue the flight to ZZZ; but the flight crew was leaning toward returning to ZZZ1. The decision to continue seems to have placed the remainder of the operation in a more difficult situation. Maybe we should evaluate how those decisions are made.

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Original NASA ASRS Text

Title: B757 flight crew reported the aircraft had numerous failures across several systems.

Narrative: @ GATE- Deferred L DCU- Multiple other MELs in existenceT/O & INITIAL CLIMB- Max PWR T/O requested by MX carefully ran power up and checked all gauges- R ENG BLEED OFF light & EICAS- 1000' AGL selected VNAV; Did not arm/engage; Auto-throttles disengaged; R ENG temp went up to 866CLIMB- ATC gave us multiple changes altitude and frequency changes simultaneously:- Ran QRH procedure for R ENG BLEED OFF- Troubleshooting for MCP (Mode Control Panel)/Autoflight issues (cycled F/Ds; tried different autopilots since the center one kept clicking off. The right worked best)- Indications: - MCP (VNAV; FL CH; V/S lighted; and all speed/alt windows open) - FMA (completely degraded - only V/S & HDG initially; Nothing in A/T section)- Autothrottles kept kicking off. We left them off for the remainder of the flight once verified they were inop.- Called company on both frequencies listed in the flight plan. No answer on either frequency; used SATCOM. Company decided to continue to ZZZ.LEVEL- FL330 we got a MAIN CABIN ALT WARNING - Indications: associated EICAS messages; warning horn; and STATUS messages CABIN ALT 1 & 2- Actions: - Performed QRH Procedure (switched to manual mode; outflow valve closed; cabin alt climbing at 400-500 fpm)- ATC Cleared us to descend to 10;000 feet- Hand flown descent by Captain- did not exceed any aircraft limitations; cabin altitude maxed out at 12;500DESCENT- Indications: All 4 EQPT OVHT (Equipment Overheat) indications cycled ON/OFF several times (SMOKE/FLO OFF; EQPT OVHT; VAVLE; AUX OFF); no smoke or fire indications; and the R RECIRC fan remained on- Actions: - Completed emergency; abnormal; and normal checklists (descent check etc.)- Set up for approach into ZZZ- ATC re-routed DIRECT ZZZ- Started APU @ 10k APPROACH- Handflown ILS RWY XX ZZZ- EQPT OVHT indications continued to cycle throughout taxi in to parking. BLOCK-IN - MX met aircraft- Post flight inspections did not expose any obvious issues - De-briefed write-ups with MX - Called chief pilot as soon as we made it to the hotel lobby. Dispatch had not yet notified him - Company operations and maintenance frequencies need to be monitored.- Dispatch needs to communicate better with pilots and management. Reference the chief pilot not being notified of this event until we called him over an hour later.- More thorough post-maintenance test flights and procedures. One flight would have determined and predicated this situation.- Flight followers and maintenance control determined that we should continue the flight to ZZZ; but the flight crew was leaning toward returning to ZZZ1. The decision to continue seems to have placed the remainder of the operation in a more difficult situation. Maybe we should evaluate how those decisions are made.

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.