Narrative:

On descent/arrival we got a #2 source off light. I called for the QRH. First officer ran the checklist. After completing the checklist the source off light went out but the #2 bus off light came on. I called for the QRH. After running the checklist the #2 bus off light stayed on. A short time later the autopilot disconnected. I tried to reengage it. It was inop. When I tried the electric trim I found it to be inop. So now I was hand flying and using the manual trim wheel to trim the aircraft. One by one we had additional failures on the arrival and approach. These additional failures were battery discharge light; both engine eec (electronic engine control) lights; first officer FMC inop; first officer inboard display unit inop; first officer outboard display unit inop; two out of four wing electric fuel pumps inop; left electric hydraulic pump inop; pseu (proximity switch electronic unit) light on; speed brake do not arm light on; and lastly the trailing edge flap gauge. Upon selecting flaps for the approach we noticed that the flap gauge was not working. We believed the gauge to be inop because the right side of the forward instrument panel (where it resides) was basically dead and it felt like the flaps extended normally. The leading edge devices were verified to be extended via the overhead panel. Upon selecting flaps 10 on approach; the aircraft went into an unusual and unfamiliar shudder. Believing this to be a stall buffet I lowered the nose and increased power. I told the first officer that we must assume that we have no trailing edge flaps (meaning the flap gauge could indeed be correct). I asked him to bug me to 200 knots and select max auto brakes. We left the flap handle at 10; increased to 200 knots and landed. The landing was completely normal despite our non-normal configuration. We did not use excessive runway and made a normal turn off at high speed turn off.

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Original NASA ASRS Text

Title: B737 flight crew experienced a Gen 2 Source Off light during descent. After switching to the APU generator; the Transfer Bus Off light illuminated. After completing the Transfer Bus Off QRH; they started to experience numerous other electrical failures; among them the flap gauge. When flaps 10 was selected and the aircraft slowed; a rumble is felt and a flaps up landing procedure was followed.

Narrative: On descent/arrival we got a #2 Source OFF light. I called for the QRH. FO ran the checklist. After completing the checklist the Source OFF light went out but the #2 Bus OFF light came on. I called for the QRH. After running the checklist the #2 Bus OFF light stayed on. A short time later the autopilot disconnected. I tried to reengage it. It was inop. When I tried the electric trim I found it to be inop. So now I was hand flying and using the manual trim wheel to trim the aircraft. One by one we had additional failures on the arrival and approach. These additional failures were Battery Discharge Light; both Engine EEC (Electronic Engine Control) lights; FO FMC inop; FO inboard Display Unit inop; FO outboard Display Unit inop; Two out of four wing electric fuel pumps inop; Left Electric Hydraulic pump inop; PSEU (Proximity Switch Electronic Unit) Light on; Speed Brake Do Not Arm Light on; and lastly the Trailing Edge Flap Gauge. Upon selecting flaps for the approach we noticed that the flap gauge was not working. We believed the gauge to be inop because the right side of the forward instrument panel (where it resides) was basically dead AND it felt like the flaps extended normally. The Leading Edge Devices were verified to be extended via the overhead panel. Upon selecting flaps 10 on approach; the aircraft went into an unusual and unfamiliar shudder. Believing this to be a stall buffet I lowered the nose and increased power. I told the First Officer that we must assume that we have no trailing edge flaps (meaning the flap gauge could indeed be correct). I asked him to bug me to 200 knots and select Max auto brakes. We left the flap handle at 10; increased to 200 knots and landed. The landing was completely normal despite our non-normal configuration. We did not use excessive runway and made a normal turn off at high speed turn off.

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.