FLC HAD AN ELECTRICAL PROB AND A YAW DAMPER PROB.

Narrative

AT CRUISE; WE HAD AN ELECTRICAL PROB AND ALMOST SIMULTANEOUSLY SUFFERED AN UNCOMMANDED YAW INPUT. EMER CHKLIST ITEMS WE DID (YAW DAMPER 'OFF'). AN EMER WAS DECLARED. I DIVERTED INTO IND. AN OVERWT LNDG WAS UNEVENTFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR WAS THE CAPT AND TRIP STARTED OUT AT PIT WHERE IT WAS SNOWING AND THE RVR WAS 4000 FT. THE B737-300LR ACFT WAS DEICED AT THE NEW ACFT DEICING FACILITY AT PIT. THE ENGS WERE LEFT RUNNING BUT THE APU WAS SHUT OFF AS PER PROCEDURE. AFTER THE DEICE PROCESS WAS COMPLETE; THE APU WAS RESTARTED TO BE AVAILABLE AS A BACK UP ON THE LOW VISIBILITY TKOF. ON TKOF; THE COCKPIT WENT BLACK. A GENERATOR FAILED. DUE TO LOW VISIBILITY AT PIT; THE DECISION WAS MADE TO CONTINUE HAVING A GOOD ENG GENERATOR AND THE APU GENERATOR. AT CRUISE; A PWR INTERRUPTION OCCURRED ON THE MAIN AC BUS AND THE YAW DAMPER GAVE A HARD KICK. THE MANEUVER CAUSED THE ACFT TO GAIN 200 FT AND LOSE 900 FT AND BANK 20 TO 40 DEGS AND A FLT ATTENDANT WAS INJURED. THE YAW DAMPER WAS SHUT OFF AND AN EMER WAS DECLARED AND A LNDG WAS MADE AT THE NEAREST SUITABLE ARPT WHICH WAS IND. DURING THE RECOVERY; THE ACFT WAS OBSERVED BY ARTCC WHEN IT WAS 700 FT BELOW THE ASSIGNED ALT AND THE CTLR ASKED THE PLTS TO SAY THEIR ALT WHEREUPON THE EMER WAS DECLARED. ON APCH THE APU FAILED AND A ONE GENERATOR LNDG WAS MADE AT IND. THE WX AT IND WAS 300 DEG OVCST AND 1 MI VISIBILITY. THIS CREW EARNED THEIR PAY THAT DAY!