Narrative:

Level at FL320 simultaneously the autopilot kicked off; both pfds lost all data; both eecs switched to altitude; 'stabilizer trim fail' and 'mach trim fail' illuminated; the #1 transponder failed; and the #1 'IRS (inertial reference system) fault' illuminated. Other messages may have appeared in FMS scratched. While hand flying and prioritizing checklists; we realized we had no heading reference other than the whiskey compass. Both map displays show our track and course; so we could maintain track but not with the precision necessary. The standby attitude gyro had altitude data but no heading data. We transferred control of the aircraft; and [advised ATC] due to the lack of correlation of all the anomalies; and lack of ability to maintain heading for other than pure VFR navigation. We ran the eec; both 'fail' checklists; the 'display source' checklists in that order as we descended to FL280. We tested the flight attendants; sent messages to [dispatch] and made a PA for the navigation issue with a normal landing. We never regained heading data; nor a functioning autopilot. The autothrottles remained functional (I deselected them descending through approximately FL190). The autobrakes wouldn't arm but the speedbrakes did. We started the APU hoping a power shift of 1 generator at a time might have had a positive effect; it did not. We switched to the #2 transponder; it worked and was verified by ATC. The #1 IRS 'fault' cleared. We then got continuous descent clearances after leaving FL280. The #1 engine generator was producing 75Kva; the #2 was producing 55Kva; both nominal values. Hydraulic parameters and quantities were nominal; as were all engine parameters. After completing checklists; I took control of the aircraft. We configured early; briefed the visual approach with non-normal landing distance for the autobrake loss; and a gear down flaps 15 go around so we would remain in a landing configuration in the event another event occurred. We landed uneventfully; target speed was 159 kts; (10 kts additive for steady winds 280@20 kts). ATC was excellent; flight attendants and the first officer were superb.

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Original NASA ASRS Text

Title: B737 flight crew experienced multiple electrical and flight control equipment failures. Both generators and APU operating normally. Crew continued for an uneventful landing.

Narrative: Level at FL320 simultaneously the autopilot kicked off; both PFDs lost all data; both EECs switched to ALT; 'STAB TRIM FAIL' and 'MACH TRIM FAIL' illuminated; the #1 transponder failed; and the #1 'IRS (Inertial Reference System) FAULT' illuminated. Other messages may have appeared in FMS scratched. While hand flying and prioritizing checklists; we realized we had no heading reference other than the whiskey compass. Both map displays show our track and course; so we could maintain track but not with the precision necessary. The standby attitude gyro had altitude data but no heading data. We transferred control of the aircraft; and [advised ATC] due to the lack of correlation of all the anomalies; and lack of ability to maintain heading for other than pure VFR navigation. We ran the EEC; both 'FAIL' checklists; the 'DISPLAY SOURCE' checklists in that order as we descended to FL280. We TESTed the Flight Attendants; sent messages to [Dispatch] and made a PA for the navigation issue with a normal landing. We never regained heading data; nor a functioning autopilot. The autothrottles remained functional (I deselected them descending through approximately FL190). The autobrakes wouldn't arm but the speedbrakes did. We started the APU hoping a power shift of 1 generator at a time might have had a positive effect; it did not. We switched to the #2 transponder; it worked and was verified by ATC. The #1 IRS 'FAULT' cleared. We then got continuous descent clearances after leaving FL280. The #1 engine generator was producing 75Kva; the #2 was producing 55Kva; both nominal values. Hydraulic parameters and quantities were nominal; as were all engine parameters. After completing checklists; I took control of the aircraft. We configured early; briefed the visual approach with non-normal landing distance for the autobrake loss; and a gear down flaps 15 go around so we would remain in a landing configuration in the event another event occurred. We landed uneventfully; target speed was 159 kts; (10 kts additive for steady winds 280@20 kts). ATC was excellent; Flight Attendants and the FO were superb.

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.