Narrative:

During climbout; aircraft took what crew believed to be a lightning strike to the left side. Over a period of time the aircraft lost all information in the FMC except for lateral routing. No N1 information; vertical guidance or fuel burn calculations were available. Mode control panel had no pitch inputs available such as level change; vertical speed; and VNAV. The autopilot functioned only with LNAV. Heading select would not work. Autopilot pitch was limited to cws. No flight directors were available. No autothrottle was available. Annunciation above N1 gauges read a/T lmt in white. Weather conditions departing ZZZ was low ceilings; visibility less than a mile; rain RA LLWS. Entire area had similar weather. Destination weather at ZZZ1 was low ceilings; light rain. Forecast weather at ETA was winds 14022g30kt. This would have been a 22-30 knot crosswind for runway xx.crew determined flying aircraft back into weather at ZZZ or continuing to ZZZ1 with forecast weather would not be the safest course of action. Crew elected to continue to destination alternate where the weather was VFR; light winds. Crew found that altitude hold function was not functional on autopilot and advised ATC flight would be unable rvsm. ATC cleared flight to non-rvsm airspace. Dispatch was notified that flight was proceeding to alternate ZZZ2. Flight attendants and passengers were informed of landing in ZZZ2 due to the lightning strike and inoperative navigational guidance abilities. After parking at gate; dispatch was notified; a three way conversation took place with chief pilot on call. We then had conversation with maintenance control. Aircraft logbook was written up on three different pages to include lightning strike; FMC; MCP issues. Flight ops management personnel debriefed flight crew after aircraft was towed off gate for maintenance inspections.

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Original NASA ASRS Text

Title: B737-700 flight crew reported diverting to an alternate after a lightning strike resulted in multiple FMS anomalies.

Narrative: During climbout; aircraft took what crew believed to be a lightning strike to the left side. Over a period of time the aircraft lost all information in the FMC except for lateral routing. No N1 information; vertical guidance or fuel burn calculations were available. Mode Control Panel had no pitch inputs available such as Level Change; Vertical Speed; and VNAV. The autopilot functioned only with LNAV. Heading Select would not work. Autopilot pitch was limited to CWS. No flight directors were available. No autothrottle was available. Annunciation above N1 gauges read A/T LMT in white. Weather conditions departing ZZZ was low ceilings; visibility less than a mile; rain RA LLWS. Entire area had similar weather. Destination weather at ZZZ1 was low ceilings; light rain. Forecast weather at ETA was winds 14022G30KT. This would have been a 22-30 knot crosswind for Runway XX.Crew determined flying aircraft back into weather at ZZZ or continuing to ZZZ1 with forecast weather would not be the safest course of action. Crew elected to continue to destination alternate where the weather was VFR; light winds. Crew found that altitude hold function was not functional on autopilot and advised ATC flight would be unable RVSM. ATC cleared flight to non-RVSM airspace. Dispatch was notified that flight was proceeding to alternate ZZZ2. Flight Attendants and passengers were informed of landing in ZZZ2 due to the lightning strike and inoperative navigational guidance abilities. After parking at gate; Dispatch was notified; a three way conversation took place with Chief Pilot on call. We then had conversation with Maintenance Control. Aircraft logbook was written up on three different pages to include lightning strike; FMC; MCP issues. Flight Ops Management personnel debriefed flight crew after aircraft was towed off gate for Maintenance inspections.

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.