A DHC8-100s #1 starter/generator; GCU and bus tie all failed causing a variety of failures to the Captain's instruments; radios and NAVAIDS.

Narrative

Aircraft arrived late at ZZZ. We advised the Gate Agent that we tried to make a quick turn for our last leg of a 4-day trip. The weather was improving after a snow/ice storm had passed through the region. ZZZ1 was VFR and nighttime. During taxi out; we noticed that the Captain's FD failed with a FD flag and the needles dancing about. The Dash-8 occasionally has this problem and is generally ignored as gremlins running free. We reset the FD/Yaw Damper flag and the system reset itself. During the reset phase; we advised Tower that we needed a couple of minutes. Takeoff was uneventful; my First Officer was flying. Flight to ZZZ1 was uneventful until 10 miles from ZZZ1. I had made the PA and in-range call. The weather reported was VFR; although we noticed a scattered layer trying to form below 2;000 FT. About 10 miles out; the FD needle dancing returned. My First Officer mentioned that the FD is back. We just ignored it and would write this up upon arrival. About 30 seconds later; a CB popped on my side left main bus and my flight instruments went dark. Even the DME was gone. We discussed this a little; since we were close to the airport and his side was working correctly. Almost 1 minute later; a second CB popped and the glare shield went dark. I retrieved a flashlight and noticed that several indications and my Navigation #1 were also dark. The RNAV and Radar Display Unit were continuously resetting themselves which did not make any sense. No caution or warning lights illuminated. I started to reach for the overhead to read the DC load panel when a third CB for the overhead panel blew; followed by the overhead panel and the DC load panel went dark. I tried to call Flight Control and Maintenance Control repeatedly without any success. No answer! Only the counter answered. I called 5 times even making the statement that if they did not answer I would declare. I then returned to the communication #1 and advised my First Officer just to land. We picked up the airport a little tight for Runway 23. Thinking that we did not know what was happening; I decided to land as soon as possible. Landing was smooth. Upon rollout; Tower advised us to taxi to the gate. I advised my First Officer that I wished some time on the runway to see what was going on. After seeing that my side was totally failed and dark; the overhead panel failed and dark; I tried again to receive Flight Control and they answered and advised that maintenance would meet me at the gate. Deplaning at the gate was normal. None of the passengers or the Flight Attendants noticed any problem. While talking to Maintenance; I smelled a weak electrical burning smell. We decided to shut the aircraft down. All passengers were off the aircraft. I then called Maintenance Control and gave them the write-ups concerning the CB; FD; and others concerning the failures. Maintenance promised he would take care of the aircraft himself. The next morning; I received the same aircraft for my out and back crew to fly it for 3 legs from ZZZ1 to ZZZ and ZZZ2. Obtaining the logbook; I was very interested in what was wrong with the aircraft the night before. The Mechanic who brought the logbook gave me a full briefing concerning the aircraft. But before that I will give you the briefing I will give you the signoffs of the aircraft. On the 3 CB the signoff was reset CB; OPS check good. On the FD failure OPS check in accordance with number; OPS check good. On every signoff it was OPS check good. If the Mechanic had not briefed me in full; I would have refused to fly this aircraft and stated so in the logbook. But he advised me that he tried to start the #1; left engine and it would not even turn over. He found that the #1 starter/generator had burned up; the corresponding GCU was also burned up and failed. And last but not least; the bus tie relay was burned up and failed. This would have caused the BBPU to not be able to isolate the problems. This also would have meant that the caution light would not illuminate. Question alone is now if we would have had to shoot the full instrument approach; would we have enough time to make it before the First Officer's side would have failed and the only thing we would have left were 2 running engines with almost no indication. Since no caution light illuminated and CB for lighting was popping; we had no clue of what might have expired in the electrical system. Especially since the DC power panel failed. The Mechanic also advised us that he put the GCU and the bus tie relay in a sealed bag to smell the burned smell and the GCU had a heavy smell to it. So; what I learned. As soon as Center of Gravity starts to pop more than one and systems shut down; it is a DC power problem which only can be isolated by shutting down the DC generator at that particular side even when no caution light illuminates. How to get the bus tie unstuck is still a question since the relay failed. Of obtaining any assistance from Flight Control or Maintenance Control that is a very concerned question. Over the last couple of months; we have seen that they fail to assist the crews in meeting emergencies repeatedly. Only the individual member in these departments is able to help on a personnel base. That the radio in ZZZ1 has problems is a fact that has been known for years. I remember that when Mr. X was still here we were able to talk to ZZZ1 from Buffalo at FL230 like the guy was sitting next to you. In my case with this incident; it was extremely vital that Maintenance Control would have been able to assist in determining what was going on. Callback conversation with Reporter revealed the following information: The alternator; GCU and bus tie were replaced during the preceding night. The crew flew this aircraft on a normal schedule the next day. Neither the Captain nor the First Officer had seen anything like this type of failure before.