Narrative:

After takeoff and on the climb out to FL370 ; at approximately FL220 a red master warning 'flaps' EICAS warning illuminated and a red 'configuration ' illuminated momentarily; then went away. Again at approximately FL280 the same thing happened. Around fl 320 again this happened but did not go away. The red master warning 'flaps' EICAS message; red 'configuration' were illuminated and the aural warning siren was going off. We now also had an amber caution EICAS 'probe heat' warning; the three gear down green indicator lights were also illuminated; the 'tat (total air temperature); left auxiliary pitot; and 'first officer pitot' lights on the overhead panel were also illuminated. On the lower EICAS screen we had three status messages; ldg gear monitor; nose a/G disagree; and air/ground disagree.as [the captain] was the PF (pilot flying); I told him he now also had the radio's; and confirmed he was PF flying the plane and talking on the radio's while myself and [the first officer] completed the QRH check list for the EICAS messages. At this time the aural warning siren was going off still so I made the decision to have [the line check airmen] and [the first officer] to pull the circuit breaker's to silence the loud noise going off so we can both think and communicate with each other. Both the 'flaps' and 'probe heat' EICAS messages were completed. All operating crew were aware of the QRH procedures and completion. With the QRH completed; the warnings; cautions and status messages were still there. We as a crew then discussed our situation and our options. I then called [maintenance] control to advise them of our situation and seek any additional help or guidance. After discussing everything mx agreed; everything that could be done was and it was up to me to continue. We as a crew elected to continue on. A normal decent; approach and landing was accomplished. We parked the aircraft and accomplished a normal shut down of the aircraft. I then wrote up all the mx discrepancies and expected to see mx at the aircraft upon parking.

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Original NASA ASRS Text

Title: B767-200 flight crew experienced multiple failures during takeoff; which was probably the result of a failure of the air-to-ground switch. After contacting their company maintenance; the flight crew elected to continue to their destination.

Narrative: After takeoff and on the climb out to FL370 ; at approximately FL220 a red master warning 'FLAPS' EICAS warning illuminated and a RED 'CONFIG ' illuminated momentarily; then went away. Again at approximately FL280 the same thing happened. Around FL 320 again this happened but did not go away. The red master warning 'FLAPS' EICAS MSG; RED 'CONFIG' were illuminated and the Aural warning siren was going off. We now also had an amber caution EICAS 'PROBE HEAT' warning; the three gear down green indicator lights were also illuminated; the 'TAT (Total Air Temperature); L AUX PITOT; and 'FO PITOT' lights on the overhead panel were also illuminated. On the lower EICAS screen we had three status messages; LDG GEAR MONITOR; NOSE A/G DISAGREE; and AIR/GROUND DISAGREE.As [the Captain] was the PF (Pilot Flying); I told him he now also had the radio's; and confirmed he was PF flying the plane and talking on the radio's while myself and [the First Officer] completed the QRH check list for the EICAS messages. At this time the aural warning siren was going off still so I made the decision to have [the Line Check Airmen] and [the First Officer] to pull the CB's to silence the loud noise going off so we can both think and communicate with each other. Both the 'Flaps' and 'Probe Heat' EICAS messages were completed. All operating crew were aware of the QRH procedures and completion. With the QRH completed; the warnings; cautions and status messages were still there. We as a crew then discussed our situation and our options. I then called [maintenance] control to advise them of our situation and seek any additional help or guidance. After discussing everything MX agreed; everything that could be done was and it was up to me to continue. We as a crew elected to continue on. A normal decent; approach and landing was accomplished. We parked the aircraft and accomplished a normal shut down of the aircraft. I then wrote up all the MX discrepancies and expected to see MX at the aircraft upon parking.

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.