I just found this interesting.
http://www.imp-detail.org/archive.php?apid=112
Aircraft: B767 Undifferentiated or Other Model
INSTRUMENT MALFUNCTION AUTOPLT ABNORMALITY. CLR OF CLOUDS, FL350, ECON CRUISE 'MACH .78,' SMOOTH AIR. THE FO WAS FLYING THIS LEG WHEN 30 NM NE OF LEFKO INTXN ON GREEN 26 PROCEEDING DIRECT TO REDFIN, JAX CENTER CLRED US DIRECT REMIS FOR A WARNING AREA HAD GONE ACTIVE. AT APPROX XA:44 ENE OF REMISS WE ENCOUNTERED THE EVENT. FIRST THING I NOTICED WAS THE AMBER AUTOPLT AND AUTO THROTTLE EICAS MSG AND AUDIBLE ALERT FOR A DISCONNECT. WE ALSO NOTICED SOLID YELLOW LINES THAT WENT THROUGH ALL FLT MGMNT CTL DATA ON BOTH CAPT AND FO ADI'S AND HSI'S. I LOOKED AT THE TOP EICAS ENG INSTRUMENT AND NOTED NO N1 OR EGT DIGITAL READOUTS, ONLY WHITE CIRCLES REMAINED. LOWER EICAS REFLECTED THE SAME. NO DIGITAL INFO FOR F2, FF, OIL PRESSURE, OIL TEMP, OIL QUANTITY, VIB. BOTH CDU'S WERE BLANK. AN IMMEDIATE CHK OF THE ELECTRICAL PANEL INDICATED NO MALFUNCTIONS, A TEST OF INDICATOR LIGHTS REVEALED NO BURNED OUT LIGHTS. CENTER AUTOPLT WAS ENGAGED AND SHOWING PANEL ACTIVE WITH NORMAL INDICATIONS. STANDBY ADI INDICATED WE WERE STARTING A LEFT BANK. WITH WARNING OF AUTOPLT AND AUTO THROTTLE DISCONNECT I GRABBED THE YOKE AND HIT THE AUTOPLT DISCONNECT SWITCH AND DIRECTED THE FO TO FLY. HE MAINTAINED LEVEL FLT AND STATED THAT THE AUTOPLT WAS STILL ENGAGED. I ATTEMPTED TO DISENGAGE THE AUTOPLT WITH THE DISENGAGE BAR BY PULLING IT DOWN AND WAITING. THE WHITE AUTOPLT CMD LIGHT REMAINED ON. I WENT BACK TO THE YOKE AND AGAIN HIT THE DISCONNECT AND FELT THE YOKE PRESSURE THE FO WAS HOLDING.
[Brief synopsis: while flying, an alarm sounded indicating that the autopilot had disengaged itself. The following displays that indicate the status of the aircraft stopped functioning: ADI (Attitude Direction Indicator), HDI (Horizontal Situation Indicator), EICAS (Engine Indication and Crew Alerting System - the acronyms the pilot references on this system are N1 (compressor rotational speed), EGT (exhaust gas temperature), and FF (fuel flow)), CDU (cockpit display unit, a radar display). The pilot performed several system checks which all claimed that equipment was functioning normally. When the plane started making an uncommanded left turn, the pilot attempted to manually disengage the autopilot (which was still operating despite the warning saying it had stopped) but was unable to.] I CALLED ATC AND ADVISED WE WERE HAVING SOME KIND OF AN ELECTRICAL ANOMALY. JUST AFTER THE CALL TO ATC THE AUTOPLT DISENGAGED AND THE WHITE CMD LIGHT WENT OUT AND ALL SYSTEMS RETURNED TO NORMAL OPS. I DIRECTED THE FA 1 TO SEARCH THE ACFT FOR UNAUTHORIZED ELECTRONIC EQUIP BEING USED. I THEN RPTED TO ATC THAT OPS WERE NORMAL. THE EVENT LASTED APPROX 45 SECS. [...] FA 1 RPTED A CELL PHONE WAS IN USE BY PAX. I DIRECTED FA 1 TO HAVE IT TURNED OFF AND CONFISCATED TO ME. PAX STATED IT WAS A NEW PHONE BY AT&T, MODEL SIEMENS CEO168, HE WAS INSTALLING NEW PHONE NUMBERS IN DATA BANK AND NOT TALKING ON PHONE. MAINT WAS CALLED AND STATED THE ACFT HAD NO PREVIOUS HISTORY OF THIS TYPE OF EVENT. ONE AREA OF CONCERN WAS A POTABLE WATER TANK GAUGE QUANTITY PROB. THE FO AND I COMPLETED A COMPLETE SYSTEMS CHK CONCLUDING OPS NORMAL. WITH PASSENGER'S CELL PHONE OFF AND IN MY POSSESSION THE FO AND I AGREED WITH DISPATCHER TO CONTINUE THE FLT WITH CAVEAT THAT SHOULD ANY OTHER SIMILAR EVENT OCCUR WE WOULD LAND ASAP. [...] FROM NAVIGATION POINT REMISS WE PROCEEDED UNEVENTFULLY TO SFO. [...] THE CELL PHONE THAT WAS ON AT THE SAME TIME IS RPTED TO BE A POWERFUL NEW TYPE IN THE SEARCH MODE. THE LOCATION OF THE PHONE DURING THE INCIDENT WAS THE CABIN AT SEAT ROW X WHICH IS ROUGHLY ABOVE THE ELECTRONICS AREA. DURING THE FAILURE THE STANDBY ENG INSTRUMENTS ACTIVATED.