Narrative:

We had just passed gander eastbound about to coast out. I was on break in the bunk when my video screen began to blank then come back on and display what looked like data (similar to a computer reboot). Shortly thereafter I was called back to the cockpit. The lights in the cockpit were waning and although no distinct or lasting symptoms were obvious there were a number of anomalies all happening sporadically. The copilots said the pressurization needles were fluctuating; the copilot's WX radar fail amber light was coming on momentarily; the EICAS was showing a couple of different messages momentarily (one was captain instrument transfer); and the yaw damper off light illuminated once momentarily. The aircraft was flying normally. I had the copilot fly and myself and the relief pilot worked on contacting dispatch and maintenance. He typed a message to dispatch alerting them of the situation and I established contact with maintenance via satcom. I directed the copilot to turn around and head back toward gander. Dispatch sent us a message asking if we had an emergency and were heading to gander. We responded no emergency yet and were trying to solve problems. While discussing the situation with maintenance control we lost our connection; we used dispatch to reconnect figuring we could include him and use all available inputs. Maintenance control said he thought there was a possibility of interference from the passenger entertainment system; so under his direction we pulled 2 passenger entertainment circuit breakers. The aircraft went back to normal operation and indications. I purposely kept maintenance on the line while we turned the aircraft back around and went direct to dotty back on course; in case we had any other abnormal indications and wanted to ensure that we had indeed solved the problem before we continued. Although the conversation was mainly between myself and maintenance control; I heard the dispatcher speak during our discussions and therefore knew he was patched in. I stated that if we remained in a normal state and showed no signs of trouble our intentions were to continue. That statement was for all concerned and I figured if the dispatcher had any concerns he would raise them. We finished our conversation and not long after received an updated flight plan and fuel burn from dispatch. The fuel remaining at touchdown was sufficient to continue. I thought we were all informed and in agreement. I did not intentionally nor did I feel like we excluded the dispatcher from the decision making process; although next time I will have a separate and specific conversation with dispatch.

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Original NASA ASRS Text

Title: B767 flight crew reported numerous electrical anomalies as the aircraft was about to coast out enroute to Europe. A SATCOM call to Maintenance was made and they suggest pulling two passenger entertainment circuit breakers; which solved the problem and flight continued to destination.

Narrative: We had just passed Gander eastbound about to coast out. I was on break in the bunk when my video screen began to blank then come back on and display what looked like data (similar to a computer reboot). Shortly thereafter I was called back to the cockpit. The lights in the cockpit were waning and although no distinct or lasting symptoms were obvious there were a number of anomalies all happening sporadically. The Copilots said the pressurization needles were fluctuating; the Copilot's WX radar fail amber light was coming on momentarily; the EICAS was showing a couple of different messages momentarily (one was Captain instrument transfer); and the yaw damper off light illuminated once momentarily. The aircraft was flying normally. I had the Copilot fly and myself and the Relief Pilot worked on contacting Dispatch and Maintenance. He typed a message to Dispatch alerting them of the situation and I established contact with Maintenance via SATCOM. I directed the Copilot to turn around and head back toward Gander. Dispatch sent us a message asking if we had an emergency and were heading to Gander. We responded no emergency yet and were trying to solve problems. While discussing the situation with Maintenance Control we lost our connection; we used Dispatch to reconnect figuring we could include him and use all available inputs. Maintenance Control said he thought there was a possibility of interference from the passenger entertainment system; so under his direction we pulled 2 passenger entertainment circuit breakers. The aircraft went back to normal operation and indications. I purposely kept Maintenance on the line while we turned the aircraft back around and went direct to DOTTY back on course; in case we had any other abnormal indications and wanted to ensure that we had indeed solved the problem before we continued. Although the conversation was mainly between myself and Maintenance Control; I heard the Dispatcher speak during our discussions and therefore knew he was patched in. I stated that if we remained in a normal state and showed no signs of trouble our intentions were to continue. That statement was for all concerned and I figured if the Dispatcher had any concerns he would raise them. We finished our conversation and not long after received an updated flight plan and fuel burn from Dispatch. The fuel remaining at touchdown was sufficient to continue. I thought we were all informed and in agreement. I did not intentionally nor did I feel like we excluded the Dispatcher from the decision making process; although next time I will have a separate and specific conversation with Dispatch.

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.