Narrative:

Preflight; cockpit checks were all normal. Start-up was normal. Noticed some odd noises during taxi out; seemed to be coming from the forward galley. It sounded like pots or bottles rattling around. In any event took the runway; engines ran up normally; takeoff roll was normal as was liftoff and gear retraction. Takeoff was a flaps 5 degrees reduced thrust takeoff at 320 KTS takeoff weight. Upon retraction of flaps from 5 degrees to 1 degree; passing 1800 ft MSL; and 210 KTS; got a red flaps warnings EICAS red confign light; TCAS fail caution EICAS along with the confign warning aural alarm. Retracted flaps to full up; accelerated to 250 KTS and leveled at 5000 ft MSL. As throttles retarded at levelfoff; confign warnings subsided. All indications appeared normal. At this point we were not sure if it was an erroneous warning or not. We decided to continue the climb and took vectors to ZZZ3. At this time the autoplt was engaged. As the throttles advanced; the warnings came back. We proceeded to climb to FL230 and 250 KTS with the warnings continuing. The pilot #2 was attempting to coordination with dispatch and maintenance while I was flying the aircraft and handling ATC communications. We had not at this point declared an emergency. We felt that the aircraft was fine and that if we could eliminate the warning alarms; we may be able to continue to ZZZ2. Pilot #2 was advised to pull 2 circuit breakers B-18; J34 (warn elex B;a). The warnings ceased at this time. We then accepted a further climb to FL350 and continued on our fpr. All indications were normal. The pilot #2 was discussing with dispatch whether or not other warning system were now inoperative with the 2 circuit breakers pulled. We still had a TCAS fail indication on the HSI; but all other warnings were out. Passing through FL335; we felt and heard a loud thump under the cockpit. We called the purser who also heard the noise and informed us that it was not caused by anything in the galley such as a cart banging around. All indications appeared normal at this time. The pilot #2 and I discussed the fact that with the warning system in the aircraft inoperative (we had not gotten a definitive answer from maintenance as to which ones or if all of them were inoperative) and unsure as to what caused the thump; we felt that the prudent thing would be to land as soon as possible. ZZZ was 210 NM west and ZZZ1 was approximately 120 NM north. We declared an emergency and diverted to ZZZ1. We flew a visual approach to runway in ZZZ1. The aircraft handled normally with no adverse indications during gear and flap extension. We performed an overweight landing; touching down at 350 KTS at vref +5 KTS. We used autobrakes level 3 and normal reverse and automatic speed brakes. We exited the runway and required no further assistance. Upon block-in; we had a couple of brakes showing level 5 temperatures. We had no brake temperature light. After ensuring that the aircraft was properly chocked; we released the parking brake and allowed the brakes to cool. The mechanic thoroughly troubleshot the system and eventually discovered that the nose strut was bottomed out; with no oleo showing. The strut was undersvced; and due to the level of undersvc; it is likely that the strut never extended upon our liftoff from ZZZ. This gave us a false weight on wheels (nosewheel) and thus the confign warning upon initial flap retraction on climb out. The strut was svced and the aircraft was released.

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Original NASA ASRS Text

Title: B767-300 FLT CREW HAS MULTIPLE EICAS WARNINGS DURING CLB. CONTACT WITH MAINT INDICATES THAT CIRCUIT BREAKERS SHOULD BE PULLED. WARNINGS STOP; CREW DECLARES AN EMER AND DIVERTS.

Narrative: PREFLT; COCKPIT CHKS WERE ALL NORMAL. START-UP WAS NORMAL. NOTICED SOME ODD NOISES DURING TAXI OUT; SEEMED TO BE COMING FROM THE FORWARD GALLEY. IT SOUNDED LIKE POTS OR BOTTLES RATTLING AROUND. IN ANY EVENT TOOK THE RWY; ENGS RAN UP NORMALLY; TKOF ROLL WAS NORMAL AS WAS LIFTOFF AND GEAR RETRACTION. TKOF WAS A FLAPS 5 DEGS REDUCED THRUST TKOF AT 320 KTS TKOF WT. UPON RETRACTION OF FLAPS FROM 5 DEGS TO 1 DEG; PASSING 1800 FT MSL; AND 210 KTS; GOT A RED FLAPS WARNINGS EICAS RED CONFIGN LIGHT; TCAS FAIL CAUTION EICAS ALONG WITH THE CONFIGN WARNING AURAL ALARM. RETRACTED FLAPS TO FULL UP; ACCELERATED TO 250 KTS AND LEVELED AT 5000 FT MSL. AS THROTTLES RETARDED AT LEVELFOFF; CONFIGN WARNINGS SUBSIDED. ALL INDICATIONS APPEARED NORMAL. AT THIS POINT WE WERE NOT SURE IF IT WAS AN ERRONEOUS WARNING OR NOT. WE DECIDED TO CONTINUE THE CLB AND TOOK VECTORS TO ZZZ3. AT THIS TIME THE AUTOPLT WAS ENGAGED. AS THE THROTTLES ADVANCED; THE WARNINGS CAME BACK. WE PROCEEDED TO CLB TO FL230 AND 250 KTS WITH THE WARNINGS CONTINUING. THE PLT #2 WAS ATTEMPTING TO COORD WITH DISPATCH AND MAINT WHILE I WAS FLYING THE ACFT AND HANDLING ATC COMS. WE HAD NOT AT THIS POINT DECLARED AN EMER. WE FELT THAT THE ACFT WAS FINE AND THAT IF WE COULD ELIMINATE THE WARNING ALARMS; WE MAY BE ABLE TO CONTINUE TO ZZZ2. PLT #2 WAS ADVISED TO PULL 2 CIRCUIT BREAKERS B-18; J34 (WARN ELEX B;A). THE WARNINGS CEASED AT THIS TIME. WE THEN ACCEPTED A FURTHER CLB TO FL350 AND CONTINUED ON OUR FPR. ALL INDICATIONS WERE NORMAL. THE PLT #2 WAS DISCUSSING WITH DISPATCH WHETHER OR NOT OTHER WARNING SYS WERE NOW INOP WITH THE 2 CIRCUIT BREAKERS PULLED. WE STILL HAD A TCAS FAIL INDICATION ON THE HSI; BUT ALL OTHER WARNINGS WERE OUT. PASSING THROUGH FL335; WE FELT AND HEARD A LOUD THUMP UNDER THE COCKPIT. WE CALLED THE PURSER WHO ALSO HEARD THE NOISE AND INFORMED US THAT IT WAS NOT CAUSED BY ANYTHING IN THE GALLEY SUCH AS A CART BANGING AROUND. ALL INDICATIONS APPEARED NORMAL AT THIS TIME. THE PLT #2 AND I DISCUSSED THE FACT THAT WITH THE WARNING SYS IN THE ACFT INOP (WE HAD NOT GOTTEN A DEFINITIVE ANSWER FROM MAINT AS TO WHICH ONES OR IF ALL OF THEM WERE INOP) AND UNSURE AS TO WHAT CAUSED THE THUMP; WE FELT THAT THE PRUDENT THING WOULD BE TO LAND ASAP. ZZZ WAS 210 NM W AND ZZZ1 WAS APPROX 120 NM N. WE DECLARED AN EMER AND DIVERTED TO ZZZ1. WE FLEW A VISUAL APCH TO RWY IN ZZZ1. THE ACFT HANDLED NORMALLY WITH NO ADVERSE INDICATIONS DURING GEAR AND FLAP EXTENSION. WE PERFORMED AN OVERWT LNDG; TOUCHING DOWN AT 350 KTS AT VREF +5 KTS. WE USED AUTOBRAKES LEVEL 3 AND NORMAL REVERSE AND AUTO SPD BRAKES. WE EXITED THE RWY AND REQUIRED NO FURTHER ASSISTANCE. UPON BLOCK-IN; WE HAD A COUPLE OF BRAKES SHOWING LEVEL 5 TEMPS. WE HAD NO BRAKE TEMP LIGHT. AFTER ENSURING THAT THE ACFT WAS PROPERLY CHOCKED; WE RELEASED THE PARKING BRAKE AND ALLOWED THE BRAKES TO COOL. THE MECH THOROUGHLY TROUBLESHOT THE SYS AND EVENTUALLY DISCOVERED THAT THE NOSE STRUT WAS BOTTOMED OUT; WITH NO OLEO SHOWING. THE STRUT WAS UNDERSVCED; AND DUE TO THE LEVEL OF UNDERSVC; IT IS LIKELY THAT THE STRUT NEVER EXTENDED UPON OUR LIFTOFF FROM ZZZ. THIS GAVE US A FALSE WT ON WHEELS (NOSEWHEEL) AND THUS THE CONFIGN WARNING UPON INITIAL FLAP RETRACTION ON CLBOUT. THE STRUT WAS SVCED AND THE ACFT WAS RELEASED.

Data retrieved from NASA's ASRS site as of January 2009 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.