Narrative:

After flap retraction I noticed that the pli was still in view. Confirmed the flaps and flap handle were in the full up position. It was. It went out of view at around 11;000 ft with increase in aircraft speed. Approximately 15 minutes into the flight status message first officer's inst xfer bus was flashing on and off. First officer's pfd and nd displays showed normal. Soon afterwards; we started getting the FMS caution and red overspeed light flashing. All indications on the pfd and standby instruments were normal. After about another half hour started to get the FMC light and the right FMC started to flicker and some of the information on the first officer's nd and pfd displays started to blank out or blink. Moved the FMC switch to left FMC where the pfd and nd displays stabilized. Contacted dispatch about our problems both on the ACARS at first then radio call to inform them of what was going on. We got a phone patch to maintenance control. We agreed to continue on. I went on break after 2.45 hours into the flight. After about 45 minutes I was called back into the cockpit. The flap indicator was showing movement with the pli in view and the rt FMC; rt EICAS and FMC were flickering on and off. Another call to dispatch was made. We decided to divert. An emergency was declared for both the electrical problems and overweight landing. [We] landed at 340;000 pounds; [which was] 30;000 pounds overweight. Landing was normal. Maintenance history: this aircraft had a history of electrical anomalies. On the flight down the right generator had failed. Maintenance had swapped out the generator control unit from the APU to the right engine idg. This resulted in me leaving with the APU placarded inoperative. Maintenance found a burnt white feeder cable at the right engine idg.

Google
 

Original NASA ASRS Text

Title: A B767 had electrical anomalies that first appeared shortly after takeoff. After coordination with Maintenance the flight continued. The anomalies became more pronounced and a divert for maintenance was made.

Narrative: After flap retraction I noticed that the PLI was still in view. Confirmed the flaps and flap handle were in the full up position. It was. It went out of view at around 11;000 FT with increase in aircraft speed. Approximately 15 minutes into the flight status message First Officer's Inst Xfer Bus was flashing on and off. First Officer's PFD and ND displays showed normal. Soon afterwards; we started getting the FMS caution and red overspeed light flashing. All indications on the PFD and standby instruments were normal. After about another half hour started to get the FMC light and the right FMC started to flicker and some of the information on the First Officer's ND and PFD displays started to blank out or blink. Moved the FMC switch to left FMC where the PFD and ND displays stabilized. Contacted Dispatch about our problems both on the ACARS at first then radio call to inform them of what was going on. We got a phone patch to Maintenance Control. We agreed to continue on. I went on break after 2.45 hours into the flight. After about 45 minutes I was called back into the cockpit. The flap indicator was showing movement with the PLI in view and the RT FMC; RT EICAS and FMC were flickering on and off. Another call to Dispatch was made. We decided to divert. An emergency was declared for both the electrical problems and overweight landing. [We] landed at 340;000 LBS; [which was] 30;000 LBS overweight. Landing was normal. Maintenance history: this aircraft had a history of electrical anomalies. On the flight down the right generator had failed. Maintenance had swapped out the generator control unit from the APU to the right engine IDG. This resulted in me leaving with the APU placarded INOP. Maintenance found a burnt white feeder cable at the right engine IDG.

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.