Narrative:

The first officer was the assigned pilot-flying for the leg. On climb out with ap (autopilot) B engaged at approximately FL270; the at (autothrottle) disconnected; the captain lost all flight instruments and instruments flagged. Additionally; both cdus went dark; and intermittently would illuminate FMC fail on the screen; and 'fail' along the left edge. The ap was disconnected; and manual flight control was maintained of the aircraft as the climb was continued to FL340. The captain took over pilot-flying duties; and the first officer began running the QRH items for multiple 'master caution' indications; including the equipment cooling 'off' light; the 'yaw damper' light; ground proximity 'inoperative' light; and flight recorder 'off' light.the flight mechanic onboard occupying the jump seat; assisted; and was monitoring and calling out open cbs. It was noted at this time the circuit breaker for 'normal exhaust fan power' was open. In a relatively short time span; the 'thrust reverser units no. 1' circuit breaker was also noted open. A light test was done; and no other abnormalities were noted. At this time; the first officer utilized a phone patch through arinc; to contact operations; to gain assistance and develop a plan of action. Failures were relayed to flight followers; and maintenance control. They had requested information for any 'bus off' indications; none noted. Due to the complexities and multiple compounding issues; a mutual decision was made between the flight crew; operations and maintenance control to divert to ZZZ and discontinue the flight. The phone patch was terminated.the first officer resumed pilot-flying duties; and the captain contacted the inflight crew of the situation and the need to divert to ZZZ. This was followed up by the PIC [advising ATC] for loss of navigation equipment and a subsequent heading toward ZZZ was obtained. Additionally; the passengers were also made aware through a PA announcements the captain made. The flight crew continued to monitor the situation and the PIC resumed as pilot-flying while the first officer continued to run QRH items for intermittent failure indications and prepare the aircraft for diversion to ZZZ including obtaining vref speeds for an overweight landing at approximately 124;500 lbs.soon after; the 'fire warn' light and bell illuminated and sounded. The crew immediately identified the 'fwd' cargo fire alert; the first officer followed the QRH for 'cargo fire.' ATC was updated of the fire indication; and the inflight crew was updated of the severity of events and the possibility of an evacuation at ZZZ. The flight crew out of caution donned oxygen; and smoke goggles; and turned the galley power off; due to the cascading failures; and system faults. At approximately 20-30 minutes after the bottle was discharged; near the time the second bottle automatically discharged; the fire indication ceased. The flight attendants were again updated.ZZZ ATC gave us priority handling into ZZZ and the first officer flew a visual approach. On short final; the cascading failures continued; with several other circuit breakers opening in rapid succession: 'bat charger;' 'altitude bat charger;' 'elec hydraulic pump system B;' and we received master caution annunciations; including: left main fwd fuel pump 'low pressure'; hydraulic 'elec 1 low pressure;' intermittent flickering of 'standby power off;' and gen 1 'bus off.'the landing was normal and very soft; with less than 150 fpm touchdown rate. The aircraft vacated the runway at taxiway and stopped on taxiway for inspection under its own power. The flight crew extended flaps to 40 in preparation for a possible evacuation pending aircraft inspection. Fire rescue conducted a visual inspection of the aircraft. There were no signs of fire; smoke; or heat signatures noted. The flight crew elected to continue under escort of fire rescue to the gate. The flight crew ran the after-landing checklist; but kept the flaps at 40 until pulling into the gate. The flight crew also did not start the APU as a precautionary measure; and utilized ground power at the gate before shutting down both engines.the fire department at the flight crew's request did a thorough search of both cargo compartments; and both east&east bays; and reported no fire; but smells similar to that of an electrical fire. Passengers were deplaned through a jetway and cleared customs. There were no reported injuries and all passengers were accommodated on a further flight utilizing a different aircraft.

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Original NASA ASRS Text

Title: B737 Captain reported losing all flight instruments; instruments flagged; and both CDUs went blank during climb out.

Narrative: The First Officer was the assigned pilot-flying for the leg. On climb out with AP (Autopilot) B engaged at approximately FL270; the AT (Autothrottle) disconnected; the Captain lost all flight instruments and instruments flagged. Additionally; both CDUs went dark; and intermittently would illuminate FMC fail on the screen; and 'FAIL' along the left edge. The AP was disconnected; and manual flight control was maintained of the aircraft as the climb was continued to FL340. The Captain took over pilot-flying duties; and the first officer began running the QRH items for multiple 'Master Caution' indications; including the equipment cooling 'OFF' light; the 'Yaw Damper' light; Ground Proximity 'INOP' light; and Flight Recorder 'OFF' light.The flight mechanic onboard occupying the jump seat; assisted; and was monitoring and calling out open CBs. It was noted at this time the CB for 'Normal Exhaust Fan Power' was open. In a relatively short time span; the 'Thrust Reverser Units No. 1' CB was also noted open. A light test was done; and no other abnormalities were noted. At this time; the first officer utilized a phone patch through ARINC; to contact operations; to gain assistance and develop a plan of action. Failures were relayed to flight followers; and maintenance control. They had requested information for any 'BUS OFF' indications; none noted. Due to the complexities and multiple compounding issues; a mutual decision was made between the flight crew; Operations and maintenance control to divert to ZZZ and discontinue the flight. The phone patch was terminated.The First Officer resumed pilot-flying duties; and the Captain contacted the inflight crew of the situation and the need to divert to ZZZ. This was followed up by the PIC [advising ATC] for loss of navigation equipment and a subsequent heading toward ZZZ was obtained. Additionally; the passengers were also made aware through a PA announcements the Captain made. The flight crew continued to monitor the situation and the PIC resumed as pilot-flying while the first officer continued to run QRH items for intermittent failure indications and prepare the aircraft for diversion to ZZZ including obtaining Vref speeds for an overweight landing at approximately 124;500 lbs.Soon after; the 'FIRE WARN' light and bell illuminated and sounded. The crew immediately identified the 'FWD' cargo fire alert; the first officer followed the QRH for 'Cargo Fire.' ATC was updated of the fire indication; and the inflight crew was updated of the severity of events and the possibility of an evacuation at ZZZ. The flight crew out of caution donned oxygen; and smoke goggles; and turned the galley power off; due to the cascading failures; and system faults. At approximately 20-30 minutes after the bottle was discharged; near the time the second bottle automatically discharged; the fire indication ceased. The flight attendants were again updated.ZZZ ATC gave us priority handling into ZZZ and the first officer flew a visual approach. On short final; the cascading failures continued; with several other circuit breakers opening in rapid succession: 'BAT CHARGER;' 'ALT BAT CHARGER;' 'ELEC HYD PUMP SYS B;' and we received master caution annunciations; including: Left Main FWD fuel pump 'Low Pressure'; Hydraulic 'Elec 1 Low Pressure;' intermittent flickering of 'STANDBY PWR OFF;' and GEN 1 'BUS OFF.'The landing was normal and very soft; with less than 150 fpm touchdown rate. The aircraft vacated the runway at taxiway and stopped on taxiway for inspection under its own power. The flight crew extended flaps to 40 in preparation for a possible evacuation pending aircraft inspection. Fire rescue conducted a visual inspection of the aircraft. There were no signs of fire; smoke; or heat signatures noted. The flight crew elected to continue under escort of fire rescue to the gate. The flight crew ran the after-landing checklist; but kept the flaps at 40 until pulling into the gate. The flight crew also did not start the APU as a precautionary measure; and utilized ground power at the gate before shutting down both engines.The fire department at the flight crew's request did a thorough search of both cargo compartments; and both E&E bays; and reported no fire; but smells similar to that of an electrical fire. Passengers were deplaned through a jetway and cleared customs. There were no reported injuries and all passengers were accommodated on a further flight utilizing a different aircraft.

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.