Narrative:

During the interception of the localizer; we began to experience odd presentations such as localizer capture; then autopilot flying about one dot off center; then exiting localizer capture. We experienced several of these events that also included G/south and F/D abnormalities. Finally the captain's F/D failed; the computer flag stayed in the ADI; and multiple system lights came on. We were in visual conditions with the runway in sight. The first officer was flying a good approach and managing the gusty winds. My assessment was that we had normal hydraulics; the performance stopping margin was 630 ft with wet good braking; and maximum autobrakes. I made the judgment that if the airplane was on the ground before the 1000 ft marker; that we would have even more margin and coached the first officer to accomplish that; which he did. We used light but constant braking; max reverse; and assured full speed brake deployment. We were slowed to 60 kts with half of the runway remaining; easily making the bravo exit. I selected the standby power to battery to regain communications and used the dc volt meter to confirm we had lost TR1 (transformer rectifier) . The C/B was found popped at the gate by maintenance; who also confirmed we had blown one tire. A much better decision would have been to go around; evaluate the situation; apply all checklist procedures; and land at an appropriate airport.

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Original NASA ASRS Text

Title: A B737-300's Transformer Rectifier (TR) #1 failed on approach and caused navigation anomalies. After landing a tire blew because the anti-skid was inoperative and the crew had to switch to emergency power to contact ATC.

Narrative: During the interception of the LOC; we began to experience odd presentations such as LOC capture; then autopilot flying about one dot off center; then exiting LOC capture. We experienced several of these events that also included G/S and F/D abnormalities. Finally the Captain's F/D failed; the computer flag stayed in the ADI; and multiple system lights came on. We were in visual conditions with the runway in sight. The First Officer was flying a good approach and managing the gusty winds. My assessment was that we had normal hydraulics; the performance stopping margin was 630 ft with wet good braking; and maximum autobrakes. I made the judgment that if the airplane was on the ground before the 1000 ft marker; that we would have even more margin and coached the First Officer to accomplish that; which he did. We used light but constant braking; max reverse; and assured full speed brake deployment. We were slowed to 60 kts with half of the runway remaining; easily making the Bravo exit. I selected the standby power to battery to regain communications and used the DC volt meter to confirm we had lost TR1 (Transformer Rectifier) . The C/B was found popped at the gate by Maintenance; who also confirmed we had blown one tire. A much better decision would have been to go around; evaluate the situation; apply all checklist procedures; and land at an appropriate airport.

Data retrieved from NASA's ASRS site as of April 2012 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.