Date: 201512
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

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.


Second narrative: [Report narrative contained no additional information.]


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