B-737 air carrier pilot reported a generator drive malfunction during cruise on a training flight. The crew diverted to an alternate airport and landed safely.
Synopsis
B-737 air carrier pilot reported a generator drive malfunction during cruise on a training flight. The crew diverted to an alternate airport and landed safely.
Narrative
Flying along at flight level 370. Departed ZZZZ heading to ZZZ1 ended up diverting to ZZZ. We were just about to ZZZZZ. And the left engine drive light came on with the master caution electric; Check Pilot completed the drive light QRH procedure. The left generator was now disconnected; and I was able to start the APU as they were running the checklist as I knew what was coming; I just did this in the SIM Before starting IOE. Just when we thought we had the situation under control the APU auto shut down and we got the low oil pressure light illuminated the Autopilot disconnected again and I was still flying so I got the aircraft under control engaged command B Autopilot and gave the aircraft to Check Pilot to run the source off light checklist. At this point; Check Pilot [requested priority handling] as I was in the QRH. Check Pilot decided they were going to try and restart the APU using Captain's authority so that we weren't single generator. We were successful in getting the APU back up; but didn't know if we can trust the APU. At this point; we both started talking about if the Autopilot were to fell again we would divert to ZZZ2; ZZZ3; or ZZZ4. Depending on what was the closest at that point in time. I was completing the non-routine; landing checklist in the QRH and talking to the flight attendants and the passengers and coordinating with Dispatch who did a PHENOMENAL JOB. We [rejected the priority handling] and joined the arrival into ZZZ on the descent. I asked Check Pilot to check if we were going to be overweight and they did and figured out we were gonna be 300 to 700 pounds overweight. So I decided to configure early and add dragged by getting the gear down to try to burn some of that weight. We landed in ZZZ uneventful and if I might add; I rolled it on. Parked at gate [XX] no issues.Cause: this new Company APP is AWEFUL you can't hide the pages at the bottom of the app hides all kinds of stuff trying to tilt the iPad to try and see the text in an emergency is really stupid.
Second reporter narrative
It was night time and we were flying ZZZZ to ZZZ1. I was in the right seat (pilot monitoring (PM) and pilot in command (PIC)) conducting Captain OE. At FL370 in near ZZZZZ; we got a master caution and L engine drive light. I completed the DRIVE LIGHT QRH procedure. The L generator was now disconnected and the APU was running and powering AC TRANSFER bus 1. We had 2 sources of power and elected to continue to ZZZ1. I said; let's make a plan in case the APU craps out." Master Caution; APU lights. The APU had auto shutdown and the low oil pressure light illuminated. The OE Captain gave me the aircraft and completed the SOURCE OFF checklist. I [requested priority handling] and stated we were diverting to ZZZ. The OE Captain notified dispatch via ACARS. ZZZ2 was the closest airport and we were discussing going there because it was nearest suitable. During that discussion; I attempted to restart on the APU and it was successful. We were now back to 2 sources of electrical power. I [rejected priority handling] and we opted to continue to ZZZ. At this point neither of us were certain the APU was going to continue to run. ZZZ was as also the best choice for the passengers and operation. We agreed that if the APU again shutdown we could amend our divert into ZZZ2; ZZZ3; or ZZZ4; depending on what was closest. We added those airports to FD PRO alternates. The OE Captain completed the non routine landing considerations checklist. Dispatch confirmed we were headed to ZZZ. We told Dispatch that we [rejected priority handling] because we had 2 sources of electrical power. At some point in the descent; I had a little spare time and decided to check with the FAs because I was busy while the OE Captain was making PAs; etc. They said that they made another PA because the pax were not clear on why we were headed to ZZZ (the PA had come through at a very low volume; not unusual in the 737). The FAs did not want to disturb us because we were running checklists; etc. The OE Captain made another PA with the handset this time.Approaching ZZZ we realized that we would be around 700 lbs over max landing weight and that we would need to [request priority handling] for that. I did a landing assessment. Right around that time Dispatch asked if we would be over max landing weight. The OE Captain added drag to burn off some fuel. We decided to get the airplane on the ground instead of holding to burn off fuel. We requested priority handling and the OE Captain landed uneventfully. We ended up landing 400 lbs above max landing weight. I debriefed the flight attendants (FAs) that if a PA is unreadable; call us. Communication on every front important. If we are busy; I would just tell you; I'll call you back. I will add that to my FA brief.Cause: I initially had issues locating the QRH in Company APP because of the new update. I always keep it in favorites at the top of the list. As I sit here I have tried to reorganize my favorites and the QRH will not stay at the top of the list. I have created a section called 'Emergency'. If I have a suggestion; it would be a "pro tip" publication to make an 'Emergency' section."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.