Narrative:

Upon arriving to the ramp where my aircraft was; via company shuttle van; walking up to the aircraft customer was loading aircraft as I walked onboard. It delayed my departure by approximately 15-20 minutes. In a nut shell; I did not catch the issue/mistake i made with ignition and start switch early enough; thus I lost electrical power including communication/navigation. I followed lost comm procedures since i was in VMC and proceeded to my destination using 3 abnormal checklist (gen fail; manual gear extension; and no flap landing). I stayed in VMC condition to my destination airport.it all began when I felt I was behind schedule due to customer loading issues. Transponder #1 was a deferred MEL. Once cleared for takeoff and performing my runway items flow; what I think what happened was I mistakenly engaged the engine ignition and start switch to ignition and start position vs. The automatic ignition! But during checklist verification I noticed I looked at the auto ignition and it was off so I turned it on. As I passed 1;500 AGL I turned it off. After contacting seattle departure they could not pick-up my transponder mode C altitude. Climbing through 4;000 to 5;000 I was in IMC layer and flying assigned heading and climbing to altitude. Since sea departure had not vectored me yet on course; ATC said say altitude leaving? I recycled the transponder 2; tried transponder 1. ATC cleared me direct normy. They thought I was /G but I was /a and requested heading vectors to normy. I had navigation 1 VOR tuned. Sea dpr gave me heading 030 to normy; I turned to the heading and I notified dispatch of transponder issue on company freq. I noticed and followed gen fail abnormal checklist; and reset both generators; still not catching that the ignition and start switch was on draining my battery.my attitude indicator became inaccurate I turned my lights off. My navigation 1 red flag came on as I saw the course alive; also while heading 030 degrees as assigned to normy I soon lost communication/navs. It was overcast below; sea was behind and below. VMC above 10;000. I decided to stay VMC and looked at my compass and find heading to destination of approximately due east/north east. I decided to fly the airplane and treat flight as lost comm/electrical power and head to destination; my clearance limit; in VMC and last reported/forecasted clear. Noting the mountain location and feature. I looked at IFR low alt charts; estimating my position. I remained in VMC no clouds during decent. (I saw the valley and field from afar) I briefed myself to over fly the field look for wind sock; look for traffic and land. I considered loss of electric power means gear down selector switch may not have signal to send to the pressure switch to release pressure for gear to drop being that its an electrical hydraulic system. So I decided as a precaution I'd follow the abnormal checklist manual gear extension to land since I could not verify the gear was down; I then moved the power lever to flight idle to listen for a horn. I did not get a horn. I later slowed the aircraft down to gear extension speed while entering traffic pattern and executed the manual gear extension checklist in the pattern. I had considered no flap landing abnormal checklist during decent and on final executed it.

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Original NASA ASRS Text

Title: BE99 Captain described a self induced electrical failure caused by mistakenly placing the engine ignition switch to IGNITION AND START position versus the AUTO IGNITION prior to takeoff. This resulted in electrical failure causing lost Com/Nav; a manual gear extension; and a no flap landing at the destination.

Narrative: Upon arriving to the ramp where my aircraft was; via company shuttle van; walking up to the aircraft customer was loading aircraft as I walked onboard. It delayed my departure by approximately 15-20 minutes. In a nut shell; I did not catch the issue/mistake i made with Ignition and start switch early enough; thus I lost electrical power including COM/NAV. I followed Lost Comm procedures since i was in VMC and proceeded to my destination using 3 abnormal checklist (Gen Fail; Manual gear extension; and no flap landing). I stayed in VMC condition to my destination airport.It all began when I felt I was behind schedule due to customer loading issues. Transponder #1 was a deferred MEL. Once cleared for takeoff and performing my runway Items flow; what I think what happened was I mistakenly engaged the Engine IGNITION AND START switch to IGNITION AND START position vs. the AUTO IGNITION! But during checklist verification I noticed I looked at the Auto Ignition and it was off so I turned it on. As I passed 1;500 AGL I turned it off. After contacting Seattle Departure they could not pick-up my transponder mode C altitude. Climbing through 4;000 to 5;000 I was in IMC layer and flying assigned heading and climbing to Altitude. Since SEA DEP had not vectored me yet on course; ATC said say altitude leaving? I recycled the Transponder 2; tried Transponder 1. ATC cleared me direct NORMY. They thought I was /G but I was /A and requested heading vectors to NORMY. I had NAV 1 VOR tuned. SEA DPR gave me heading 030 to NORMY; I turned to the heading and I notified dispatch of transponder issue on company freq. I noticed and followed Gen Fail Abnormal Checklist; and reset both Generators; still not catching that the Ignition and Start Switch was on draining my battery.My Attitude indicator became inaccurate I turned my lights off. My NAV 1 red flag came on as I saw the course alive; also while heading 030 degrees as assigned to NORMY I soon lost COM/NAVs. It was overcast below; SEA was behind and below. VMC above 10;000. I decided to stay VMC and looked at my Compass and find heading to destination of approximately due east/north east. I decided to fly the airplane and treat flight as LOST COMM/Electrical Power and head to destination; my clearance limit; in VMC and last reported/forecasted clear. Noting the mountain location and feature. I looked at IFR Low Alt Charts; estimating my position. I remained in VMC no clouds during decent. (I saw the valley and field from afar) I briefed myself to over fly the field look for wind sock; look for traffic and land. I considered loss of electric power means gear down selector switch may not have signal to send to the pressure switch to release pressure for gear to drop being that its an electrical hydraulic system. So I decided as a precaution I'd follow the abnormal checklist manual gear extension to land since I could not verify the gear was down; I then moved the power lever to flight idle to listen for a horn. I did not get a horn. I later slowed the aircraft down to gear extension speed while entering traffic pattern and executed the manual gear extension checklist in the pattern. I had considered no flap landing abnormal checklist during decent and on final executed it.

Data retrieved from NASA's ASRS site 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.