Narrative:

Aircraft had only one cabin cleaning write-up when I received it indicating it was well maintained. I believe this was signed off prior to departure. It was the first officer leg to fly the aircraft. While climbing through 25;000 feet; in VMC weather conditions; the aircraft began a series of power interruptions. Aural warning sounds were going off; in addition to cockpit warning lights flashing. Initial communication was difficult. 'Right gen' failure light illuminated; then extinguished; on two separate occasions. We declared an emergency and performed the appropriate QRH procedures for intermittent power loss. We eventually isolated the power on the left generator; and started the APU to service the right buss. The right generator displayed normal volts; but no frequency according to the volt meter on the over-head display panel. Due to the weather conditions at destination (IFR & light snow); and with consideration for protecting our passengers and available maintenance; a decision was made to return for landing; where the weather was VMC. Our decent was normal; although we configured for approach early to burn our fuel load below the aircraft's max landing weight. Numerous ATC frequency changes occurred; including one switch (prior to downwind) to a previously used frequency; and the controller explained (when queried); 'we just opened a new sector.' company checklists were completed; the fight attendants and passengers were briefed on the situation; and return. We used our number 2 radio to update and communicate with the company about our situation; and asked them to keep maintenance and dispatch informed. We also alerted dispatch through ACARS of our return. While on base leg for landing; without knowing; we lost comm. With air traffic control. The last clearance we were assigned was to fly heading 260. ATC did not respond to two of my radio attempts to reach them. We flew through the extended centerline while trying to re- establish communications with air traffic control; and initiated our own turn to the assigned runway; as not to cross the approach paths of the west side approaches; while I switched to a previous frequency to re-establish communication; and proceeded to land with a landing clearance. Emergency equipment followed us to our assigned gate; and the remainders of our checklists were performed. Trip resumed with a short delay for an aircraft change. Limit ATC frequency changes for task-saturated emergency aircraft and aircraft diverting to other than scheduled landing airport. Demonstrate intermittent power interruptions in recurrent simulator training.

Related reports:

Google
 

Original NASA ASRS Text

Title: MD83 flight crew experiences a generator failure during climb and elects to return to the departure airport. Some communication difficulties are reported during the arrival and visual approach.

Narrative: Aircraft had only one cabin cleaning write-up when I received it indicating it was well maintained. I believe this was signed off prior to departure. It was the First Officer leg to fly the aircraft. While climbing through 25;000 feet; in VMC weather conditions; the aircraft began a series of power interruptions. Aural warning sounds were going off; in addition to cockpit warning lights flashing. Initial communication was difficult. 'R GEN' failure light illuminated; then extinguished; on two separate occasions. We declared an emergency and performed the appropriate QRH procedures for intermittent power loss. We eventually isolated the power on the left generator; and started the APU to service the right buss. The right generator displayed normal volts; but no frequency according to the volt meter on the over-head display panel. Due to the weather conditions at destination (IFR & light snow); and with consideration for protecting our passengers and available Maintenance; a decision was made to return for landing; where the weather was VMC. Our decent was normal; although we configured for approach early to burn our fuel load below the aircraft's max landing weight. Numerous ATC frequency changes occurred; including one switch (prior to downwind) to a previously used frequency; and the Controller explained (when queried); 'We just opened a new sector.' Company checklists were completed; the fight attendants and passengers were briefed on the situation; and return. We used our Number 2 radio to update and communicate with the company about our situation; and asked them to keep Maintenance and Dispatch informed. We also alerted Dispatch through ACARS of our return. While on base leg for landing; without knowing; we lost Comm. with Air Traffic Control. The last clearance we were assigned was to fly heading 260. ATC did not respond to two of my radio attempts to reach them. We flew through the extended centerline while trying to re- establish communications with Air Traffic Control; and initiated our own turn to the assigned runway; as NOT TO CROSS the approach paths of the WEST SIDE APPROACHES; while I switched to a previous frequency to re-establish communication; and proceeded to land with a landing clearance. Emergency equipment followed us to our assigned gate; and the remainders of our checklists were performed. Trip resumed with a short delay for an aircraft change. Limit ATC frequency changes for task-saturated emergency aircraft and aircraft diverting to other than scheduled landing airport. Demonstrate intermittent power interruptions in recurrent simulator training.

Data retrieved from NASA's ASRS site as of July 2013 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.