Narrative:

I was flying to jnu. Planned for and briefed rnp runway 8 zulu approach jnu; with an lda 8 backup. Normal descent with zan. Cleared for the rnp approach. At cushi below 10000 ft; got a 'single FMC operations' message; along with 'map' flag. I lost rnp capability on the right side and xferred aircraft control to captain. At that point; we had only a single failure. He attempted to resume rnp approach; but we had total MCP failure (50000; all digits lit; locked up; etc). We reverted to our briefed backup; the lda approach; while he referenced his map. WX was sufficient for lda. In the meantime I placed FMC switch to 'both on left.' restored dual FMC operations so I had a map again. Captain stayed on map; I stayed on lda raw data and crosschecked our position with course and DME. It was questionable whether GPS and map were accurate; as we saw deviation on lda course indicator; so we reverted to navigating solely on lda course. In the meantime; we had MCP flashing; altitude alert flashing; altitude horn honking; 20 KT crosswind; icing. In the background; I heard zan hand us off to jnu radio. We were too busy to talk to anyone; just focused on staying on course; airspeed; configuring; etc. At about the same time; at approximately 5000 ft we saw VASI/airport environment. There was no other traffic in the area. Decided firmly to continue for landing at that point. I called out deviations for course; airspeed; position; double-checked confign; what our airspeed should be; etc. (We couldn't set altitudes or airspds due to MCP failure.) landed without incident in a mostly headwind approximately 9 KTS. Good braking action. As we cleared the runway; I called jnu radio and said we were down and clear. Jnu radio advised us to please call when at barlo next time. I replied that we had some problems with the aircraft and didn't have time. After arriving at the freight area in jnu; the mechanics relayed that the aircraft had been struck by lighting a few days ago and had experienced the same anomalies that we did. Wrote up all failures; briefed oncoming crew and went to the hotel. The company should do a better job of maintaining/checking our aircraft after significant events (lighting plus navigation failure). I should have been able to squeeze in a radio call to jnu FSS somewhere; but I was so intent on confirming our course into jnu (lots of mountains in our way!) and altitude; that I used all my resources. The all-nighter flying is similar in effect to slight intoxication; it's not the safest operation; even with proper rest. If we hadn't gotten established; if WX was worse; if hadn't seen lights; we'd have gone missed and climbed out of jnu. It didn't seem worthy of an 'emergency' call.

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Original NASA ASRS Text

Title: B737-400 FLT CREW ENCOUNTERS MULTIPLE FMS/AUTOFLIGHT FAILURES ON APCH TO JNU.

Narrative: I WAS FLYING TO JNU. PLANNED FOR AND BRIEFED RNP RWY 8 ZULU APCH JNU; WITH AN LDA 8 BACKUP. NORMAL DSCNT WITH ZAN. CLRED FOR THE RNP APCH. AT CUSHI BELOW 10000 FT; GOT A 'SINGLE FMC OPS' MESSAGE; ALONG WITH 'MAP' FLAG. I LOST RNP CAPABILITY ON THE R SIDE AND XFERRED ACFT CTL TO CAPT. AT THAT POINT; WE HAD ONLY A SINGLE FAILURE. HE ATTEMPTED TO RESUME RNP APCH; BUT WE HAD TOTAL MCP FAILURE (50000; ALL DIGITS LIT; LOCKED UP; ETC). WE REVERTED TO OUR BRIEFED BACKUP; THE LDA APCH; WHILE HE REFED HIS MAP. WX WAS SUFFICIENT FOR LDA. IN THE MEANTIME I PLACED FMC SWITCH TO 'BOTH ON L.' RESTORED DUAL FMC OPS SO I HAD A MAP AGAIN. CAPT STAYED ON MAP; I STAYED ON LDA RAW DATA AND XCHKED OUR POS WITH COURSE AND DME. IT WAS QUESTIONABLE WHETHER GPS AND MAP WERE ACCURATE; AS WE SAW DEV ON LDA COURSE INDICATOR; SO WE REVERTED TO NAVING SOLELY ON LDA COURSE. IN THE MEANTIME; WE HAD MCP FLASHING; ALT ALERT FLASHING; ALT HORN HONKING; 20 KT XWIND; ICING. IN THE BACKGROUND; I HEARD ZAN HAND US OFF TO JNU RADIO. WE WERE TOO BUSY TO TALK TO ANYONE; JUST FOCUSED ON STAYING ON COURSE; AIRSPD; CONFIGURING; ETC. AT ABOUT THE SAME TIME; AT APPROX 5000 FT WE SAW VASI/ARPT ENVIRONMENT. THERE WAS NO OTHER TFC IN THE AREA. DECIDED FIRMLY TO CONTINUE FOR LNDG AT THAT POINT. I CALLED OUT DEVS FOR COURSE; AIRSPD; POS; DOUBLE-CHKED CONFIGN; WHAT OUR AIRSPD SHOULD BE; ETC. (WE COULDN'T SET ALTS OR AIRSPDS DUE TO MCP FAILURE.) LANDED WITHOUT INCIDENT IN A MOSTLY HEADWIND APPROX 9 KTS. GOOD BRAKING ACTION. AS WE CLRED THE RWY; I CALLED JNU RADIO AND SAID WE WERE DOWN AND CLR. JNU RADIO ADVISED US TO PLEASE CALL WHEN AT BARLO NEXT TIME. I REPLIED THAT WE HAD SOME PROBS WITH THE ACFT AND DIDN'T HAVE TIME. AFTER ARRIVING AT THE FREIGHT AREA IN JNU; THE MECHS RELAYED THAT THE ACFT HAD BEEN STRUCK BY LIGHTING A FEW DAYS AGO AND HAD EXPERIENCED THE SAME ANOMALIES THAT WE DID. WROTE UP ALL FAILURES; BRIEFED ONCOMING CREW AND WENT TO THE HOTEL. THE COMPANY SHOULD DO A BETTER JOB OF MAINTAINING/CHKING OUR ACFT AFTER SIGNIFICANT EVENTS (LIGHTING PLUS NAV FAILURE). I SHOULD HAVE BEEN ABLE TO SQUEEZE IN A RADIO CALL TO JNU FSS SOMEWHERE; BUT I WAS SO INTENT ON CONFIRMING OUR COURSE INTO JNU (LOTS OF MOUNTAINS IN OUR WAY!) AND ALT; THAT I USED ALL MY RESOURCES. THE ALL-NIGHTER FLYING IS SIMILAR IN EFFECT TO SLIGHT INTOXICATION; IT'S NOT THE SAFEST OP; EVEN WITH PROPER REST. IF WE HADN'T GOTTEN ESTABLISHED; IF WX WAS WORSE; IF HADN'T SEEN LIGHTS; WE'D HAVE GONE MISSED AND CLBED OUT OF JNU. IT DIDN'T SEEM WORTHY OF AN 'EMER' CALL.

Data retrieved from NASA's ASRS site as of January 2009 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.