Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: MEL; Aircraft
Primary problem: Aircraft

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.


Second narrative: [Report narrative contained no additional information.]


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