Narrative:

We departed in a timely manner with no mechanical issues. This was day 3 of 3 and the crew was working well together. We also had a jumpseater on the flight deck. We were eating breakfast when numerous faults occurred:#2 electric hydraulic pump#1 fwd fuel pump low pressure #2 aft fuel pump low pressuretr (transformer rectifier) unit#1 associated generator pitot systemsequipment cooling exhaust GPWS offyaw damperi then asked for the aircraft and had the first officer run the QRH. This is where we had some quick discussion on what checklist to run. We decided to run the TR unit checklist knowing we had an electrical problem. This checklist was a dead end. We didn't have a generator source off light but had a major electrical power issue. I then knew we needed to get [maintenance control] involved. A quick call to the flight attendants to get rid of our trays and an initial heads up we have an aircraft problem. I transferred controls back to the first officer. I asked the first officer to descend to FL250 so we could have full use of the APU if needed by a checklist. I tried to go to the ACARS to prompt dispatch to call us. ACARS was unavailable. I then remember at the time of the master caution we had lost both fmcs. This was overlooked because it fixed itself during our initial system check. I then contacted commercial radio to make contact with dispatch and [maintenance control]. During our brief conversation we discussed no amps on TR1. We then lost communication on radio 2 with dispatch and [maintenance control]. Shortly after this the speed trim and stab trim were lost noted by the first officer and jumpseater during the descent. He then began to hand fly the aircraft with no vertical display from the flight directors. Flight attendants called and explained they also had lost power to certain items. I believed at that time we were about to lose even more system since systems continued to lose a power source.I then contacted ATC. I also asked for direct [to a nearby alternate] with radar vectors not knowing if we would continue to lose systems. We at that time went from trying to fix problems to getting the aircraft to a safe airport. Battery discharge was also noted during this phase of flight. I changed destination in the FMC and gave him heading select. I communicated with the flight attendants and passengers we were heading to [an alternate] and it would be a normal landing. Approach was normal but we continued to lose systems; autobrake; speed brake; and the primary flight display began to cycle with a sound coming from the panels. This event was a high stress situation with only system knowledge and the help of my crew to make wise decisions. I feel we worked well as an entire crew; flight attendants and the jumpseater included. I'm glad we chose to go to [an alternate] as soon as possible.

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Original NASA ASRS Text

Title: A B737-900 Captain reported being alerted to numerous faults which indicated a massive electrical failure.

Narrative: We departed in a timely manner with no mechanical issues. This was day 3 of 3 and the crew was working well together. We also had a jumpseater on the flight deck. We were eating breakfast when numerous faults occurred:#2 Electric hydraulic pump#1 FWD fuel pump low pressure #2 Aft fuel pump low pressureTR (Transformer Rectifier) Unit#1 associated generator pitot systemsEquipment cooling exhaust GPWS offYaw damperI then asked for the aircraft and had the first officer run the QRH. This is where we had some quick discussion on what checklist to run. We decided to run the TR unit checklist knowing we had an electrical problem. This checklist was a dead end. We didn't have a Generator source off light but had a major electrical power issue. I then knew we needed to get [Maintenance Control] involved. A quick call to the flight attendants to get rid of our trays and an initial heads up we have an aircraft problem. I transferred controls back to the First Officer. I asked the First Officer to descend to FL250 so we could have full use of the APU if needed by a checklist. I tried to go to the ACARS to prompt dispatch to call us. ACARS was unavailable. I then remember at the time of the master caution we had lost both FMCs. This was overlooked because it fixed itself during our initial system check. I then contacted commercial radio to make contact with dispatch and [Maintenance Control]. During our brief conversation we discussed no amps on TR1. We then lost communication on Radio 2 with dispatch and [Maintenance Control]. Shortly after this the speed trim and stab trim were lost noted by the First Officer and jumpseater during the descent. He then began to hand fly the aircraft with no vertical display from the flight directors. Flight Attendants called and explained they also had lost power to certain items. I believed at that time we were about to lose even more system since systems continued to lose a power source.I then contacted ATC. I also asked for direct [to a nearby alternate] with radar vectors not knowing if we would continue to lose systems. We at that time went from trying to fix problems to getting the aircraft to a safe airport. Battery discharge was also noted during this phase of flight. I changed destination in the FMC and gave him heading select. I communicated with the flight attendants and passengers we were heading to [an alternate] and it would be a normal landing. Approach was normal but we continued to lose systems; autobrake; speed brake; and the Primary Flight Display began to cycle with a sound coming from the panels. This event was a high stress situation with only system knowledge and the help of my crew to make wise decisions. I feel we worked well as an entire crew; Flight Attendants and the jumpseater included. I'm glad we chose to go to [an alternate] as soon as possible.

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.