Narrative:

The flight departed at xa:37 local time with a captain; first officer; and line check airman in the cockpit. The captain noted the aircraft had been written up twice in the past two days for intermittent failure of the right main bus. En route at 17;000 ft the right main bus light illuminated indicating a problem with the right main bus and its associated components. We ran the QRH procedure for right main bus. The light went out after roughly 30 seconds and the problem appeared to have resolved itself. Approximately 40 miles from our destination; the right main bus light illuminated once again and it stayed on. With comm 2 inoperative; center relayed destination weather to us including a NOTAM for patchy snow and ice on all runways. We continued our approach and were eventually cleared for a visual approach to runway 19. On a base leg for runway 19; the gear handle was selected down; and the anti-skid inoperative light illuminated. The captain asked the check airman to run the QRH for ant-skid. The check airman ran the procedure and noted that we would need to add roughly 4;000 ft to our landing distance. At that time; the captain opted to discontinue the approach and leveled off at 4000 ft. The flight was cleared up to 6;000 ft and a heading of 350 degrees. The captain stated that he would leave the gear and flaps down until it could be verified that the operation of the hydraulic system was not affected by a failure of the right main bus. A climb to 6;000 ft was initiated with the flaps and gear down. The flaps and gear were retracted at 6;000 ft after it was determined that the hydraulic system was not affected by the loss of the right main bus. With the aircraft's anti-skid system inoperative and ice/snow being reported on the ground; it was determined that a landing at our departure airport would be safer or at our alternate for two reasons: our departure airport has longer runways and the runway surfaces were not contaminated. The crew determined that the declaration of an emergency was not necessary since the biggest issue posed under VMC conditions would be a landing without the anti-skid operating and possibly a couple of blown tires. Enroute; the right main bus light extinguished and then proceeded to fail intermittently until about 20 minutes before landing at which time the right main bus came back on line and the light extinguished for the remainder of the flight. Additionally we had a rudder limiter light come on and we ran the QRH for rudder limiter. During the descent we also had a right hp hi light come on as well as a left duct overtemp light and we ran the QRH for those procedures. Once the main bus stopped failing; the other failures ceased as well except for the rudder limiter. An uneventful landing was accomplished in ZZZ.

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Original NASA ASRS Text

Title: A SF340's Right Main Bus intermittently failed in flight. The failure was recurring and maintenance had previously been unable to determine the cause.

Narrative: The flight departed at XA:37 local time with a Captain; First Officer; and Line Check Airman in the cockpit. The Captain noted the aircraft had been written up twice in the past two days for intermittent failure of the Right Main Bus. En route at 17;000 ft the Right Main Bus light illuminated indicating a problem with the Right Main Bus and its associated components. We ran the QRH procedure for Right Main Bus. The light went out after roughly 30 seconds and the problem appeared to have resolved itself. Approximately 40 miles from our destination; the Right Main Bus light illuminated once again and it stayed on. With Comm 2 inoperative; Center relayed destination weather to us including a NOTAM for patchy snow and ice on all runways. We continued our approach and were eventually cleared for a visual approach to Runway 19. On a base leg for Runway 19; the gear handle was selected down; and the Anti-Skid INOP light illuminated. The Captain asked the Check Airman to run the QRH for Ant-Skid. The Check Airman ran the procedure and noted that we would need to add roughly 4;000 ft to our landing distance. At that time; the Captain opted to discontinue the approach and leveled off at 4000 ft. The flight was cleared up to 6;000 ft and a heading of 350 degrees. The Captain stated that he would leave the gear and flaps down until it could be verified that the operation of the hydraulic system was not affected by a failure of the Right Main Bus. A climb to 6;000 ft was initiated with the flaps and gear down. The flaps and gear were retracted at 6;000 ft after it was determined that the hydraulic system was not affected by the loss of the Right Main Bus. With the aircraft's Anti-Skid system inoperative and ice/snow being reported on the ground; it was determined that a landing at our departure airport would be safer or at our alternate for two reasons: Our departure airport has longer runways and the runway surfaces were not contaminated. The crew determined that the declaration of an emergency was not necessary since the biggest issue posed under VMC conditions would be a landing without the anti-skid operating and possibly a couple of blown tires. Enroute; the Right Main Bus light extinguished and then proceeded to fail intermittently until about 20 minutes before landing at which time the Right Main bus came back on line and the light extinguished for the remainder of the flight. Additionally we had a Rudder Limiter light come on and we ran the QRH for Rudder Limiter. During the descent we also had a Right HP Hi light come on as well as a Left Duct OVERTEMP light and we ran the QRH for those procedures. Once the Main Bus stopped failing; the other failures ceased as well except for the Rudder Limiter. An uneventful landing was accomplished in ZZZ.

Data retrieved from NASA's ASRS site as of April 2012 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.