Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

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.


Second narrative: While climbing through 25;000 feet in VMC conditions; the aircraft began a series of electrical power interruptions. Aural warning sounds in addition to cockpit warning lights flashing and loss of flight instruments ultimately led to a 'R GEN' failure indication which extinguished by itself then returned on two separate occasions. We declared an emergency and performed the appropriate QRH procedures for intermittent power loss. We eventually isolated power on the left generator bus and started APU to power the right generator bus. Due to weather conditions at destination and other safety considerations; a mutual decision was made to return. While on a ATC requested heading of 260 for what was to be an expected clearance for a visual approach and hearing chatter on the frequency; we realized we were about to fly through the final approach course. With two attempts to re-establish communications with ATC; we initiated our own turn to assigned runway so as not to cross the approach paths from the west side of airport. We switched to a previous frequency to re-establish communications successfully and proceeded to land with a landing clearance. We proceeded to the gate without any further issues.


Synopsis: 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.