Narrative:

On the takeoff roll at srq we heard a loud noise coming from the main circuit breaker panel. We also got the master caution light, forward cabin door light and the master fire warning light, with no other fire indications. We aborted at 90 KTS and cleared the runway. We started to trouble shoot. We had not lost a gen, but found 5 circuit breaker's popped on different systems. Since we smelled no smoke we thought it was just a freak electrical surge. We reset the breakers per company policy and tried to contact maintenance by commercial radio, but were unsuccessful. We do not have maintenance at srq and the breakers did not pop again. We elected to depart srq. The second takeoff was normal and we experienced no further problem for the next hour of flight. Then essentially the same thing happened again. Fearing an electrical fire and because it had happened twice we elected to declare an emergency and land at the nearest suitable airport, chs. We called our maintenance center at tul en route to explain what happened on the ground at srq and to ask them if they had any further suggestion. They could offer no solution but would notify rdu maintenance to stand by to check the plane. We grounded the airplane upon arrival at chs. At chs we noticed that at least 10 circuit breaker had popped. Emergency equipment was standing by. We found out the next day from maintenance that a power transfer relay had fused. Human performance: company's crew resource management is really given emphasis and first officer's are encouraged to participate in decision making. I felt like we had taken every precaution possible, and felt free to offer suggestions back 7 days later with 20/20 hindsight perhaps we should have returned to the gate in srq, but we did not have maintenance there and I didn't feel that a mechanic from a local FBO unfamiliar with the medium large transport could offer much input. Perhaps our desire to deliver a full load of people clouded our judgement. Supplemental information from acn 101494: after attempts to call tulsa tech with no success, reset circuit breaker's, started APU, ran up engines to 1.6 EPR's, had no adverse indications. Elected to attempt another takeoff with APU running. Decision to attempt second takeoff at srq was made because of reputation of aircraft and glitches that seem to remedy themselves and lack of maintenance at srq. Full load of passenger and company pride to get them to destination.

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Original NASA ASRS Text

Title: ACR MLG TKOF ABORT BECAUSE OF ELECTRICAL PROBLEMS THAT ACTIVATED SEVERAL WARNING CIRCUITS. PROBLEM RECURRED AT CRUISE ALT AFTER SECOND TKOF WAS MADE WITHOUT ANY MAINTENANCE ACTIVITY. EMERGENCY DECLARED AND DIVERSION TO NEAREST SUITABLE ARPT.

Narrative: ON THE TKOF ROLL AT SRQ WE HEARD A LOUD NOISE COMING FROM THE MAIN CB PANEL. WE ALSO GOT THE MASTER CAUTION LIGHT, FORWARD CABIN DOOR LIGHT AND THE MASTER FIRE WARNING LIGHT, WITH NO OTHER FIRE INDICATIONS. WE ABORTED AT 90 KTS AND CLRED THE RWY. WE STARTED TO TROUBLE SHOOT. WE HAD NOT LOST A GEN, BUT FOUND 5 CB'S POPPED ON DIFFERENT SYSTEMS. SINCE WE SMELLED NO SMOKE WE THOUGHT IT WAS JUST A FREAK ELECTRICAL SURGE. WE RESET THE BREAKERS PER COMPANY POLICY AND TRIED TO CONTACT MAINT BY COMMERCIAL RADIO, BUT WERE UNSUCCESSFUL. WE DO NOT HAVE MAINT AT SRQ AND THE BREAKERS DID NOT POP AGAIN. WE ELECTED TO DEPART SRQ. THE SECOND TKOF WAS NORMAL AND WE EXPERIENCED NO FURTHER PROB FOR THE NEXT HR OF FLT. THEN ESSENTIALLY THE SAME THING HAPPENED AGAIN. FEARING AN ELECTRICAL FIRE AND BECAUSE IT HAD HAPPENED TWICE WE ELECTED TO DECLARE AN EMER AND LAND AT THE NEAREST SUITABLE ARPT, CHS. WE CALLED OUR MAINT CENTER AT TUL ENRTE TO EXPLAIN WHAT HAPPENED ON THE GND AT SRQ AND TO ASK THEM IF THEY HAD ANY FURTHER SUGGESTION. THEY COULD OFFER NO SOLUTION BUT WOULD NOTIFY RDU MAINT TO STAND BY TO CHK THE PLANE. WE GNDED THE AIRPLANE UPON ARR AT CHS. AT CHS WE NOTICED THAT AT LEAST 10 CB HAD POPPED. EMER EQUIP WAS STANDING BY. WE FOUND OUT THE NEXT DAY FROM MAINT THAT A PWR TRANSFER RELAY HAD FUSED. HUMAN PERFORMANCE: COMPANY'S CREW RESOURCE MGMNT IS REALLY GIVEN EMPHASIS AND F/O'S ARE ENCOURAGED TO PARTICIPATE IN DECISION MAKING. I FELT LIKE WE HAD TAKEN EVERY PRECAUTION POSSIBLE, AND FELT FREE TO OFFER SUGGESTIONS BACK 7 DAYS LATER WITH 20/20 HINDSIGHT PERHAPS WE SHOULD HAVE RETURNED TO THE GATE IN SRQ, BUT WE DID NOT HAVE MAINT THERE AND I DIDN'T FEEL THAT A MECH FROM A LCL FBO UNFAMILIAR WITH THE MLG COULD OFFER MUCH INPUT. PERHAPS OUR DESIRE TO DELIVER A FULL LOAD OF PEOPLE CLOUDED OUR JUDGEMENT. SUPPLEMENTAL INFO FROM ACN 101494: AFTER ATTEMPTS TO CALL TULSA TECH WITH NO SUCCESS, RESET CB'S, STARTED APU, RAN UP ENGS TO 1.6 EPR'S, HAD NO ADVERSE INDICATIONS. ELECTED TO ATTEMPT ANOTHER TKOF WITH APU RUNNING. DECISION TO ATTEMPT SECOND TKOF AT SRQ WAS MADE BECAUSE OF REPUTATION OF ACFT AND GLITCHES THAT SEEM TO REMEDY THEMSELVES AND LACK OF MAINT AT SRQ. FULL LOAD OF PAX AND COMPANY PRIDE TO GET THEM TO DEST.

Data retrieved from NASA's ASRS site as of August 2007 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.