Narrative:

While taking off at around 40kts we rejected the takeoff due to a master caution light flashing that was the result of the #2 ac gen and right tru caution lights. We performed the rejected takeoff procedure; then taxied back to the gate to contact dispatch. Once in contact with maintenance I was instructed to cycle the #2 ac gen which extinguished both caution lights. At that time we put aci 24-99 in the logbook; op's check normal for service. After being put back in touch with dispatch we were cleared for departure. We then taxied back out to runway for departure. Then around 40kts the same caution lights flashed and a second rejected takeoff was performed. I taxied back to the ramp and contacted dispatch. Once in contact with maintenance we decided to mel the right tru 24-1 we pulled and collared the associated circuit breaker per mel procedure and cycled the #2 ac gen which extinguished that caution light with only the r tru caution light now illuminated. When back in contact with dispatch we were once again cleared for service and taxied back to runway 20. Now rolling down the runway for a third attempt the #2 gen caution light illuminates a third time and a third rejected takeoff procedure is performed. We taxi back to the ramp and contact dispatch again. Then when in contact with maintenance I'm told contract maintenance will have to come out to take a look at the problem. Once back in contact with dispatch I'm told to return to the gate deplane the aircraft and wait for maintenance and further instructions. After maintenance comes out to the plane it is determined that a ferry flight is necessary and the revenue portion of this flight is cancelled. When the ferry permit is completed I start to look over it and realize it says 'found no obvious defects' and limitation no icing. I contact dispatch again and then when in contact with maintenance I ask about the position of the # 2 ac gen switch and procedure for flying with the master caution light flashing and caution light illuminated. I'm then told by maintenance and I quote 'just turn off the switch and go' sounds easy enough but I was conflicted on the procedure that was not outlined in any sop or specifically written on the ferry permit. After some back and forth contract maintenance comes back out and adds the limitation #2 ac gen is offline to the ferry permit. Then when back in contact with dispatch we are cleared for departure with no further incident.

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Original NASA ASRS Text

Title: The Crew of a De Havilland DHC-8-102 reported that the MASTER CAUTON light illuminated caused by a #2 AC GEN and R Transformer/rectifier Unit (TRU) lights illuminated indicating a failure of the #2 electrical system.

Narrative: While taking off at around 40kts we rejected the takeoff due to a master caution light flashing that was the result of the #2 ac gen and R tru caution lights. We performed the rejected takeoff procedure; then taxied back to the gate to contact dispatch. Once in contact with maintenance I was instructed to cycle the #2 ac gen which extinguished both caution lights. At that time we put ACI 24-99 in the logbook; op's check normal for service. After being put back in touch with dispatch we were cleared for departure. We then taxied back out to runway for departure. Then around 40kts the same caution lights flashed and a second rejected takeoff was performed. I taxied back to the ramp and contacted dispatch. Once in contact with maintenance we decided to Mel the R tru 24-1 we pulled and collared the associated circuit breaker per Mel procedure and cycled the #2 ac gen which extinguished that caution light with only the r tru caution light now illuminated. When back in contact with dispatch we were once again cleared for service and taxied back to runway 20. Now rolling down the runway for a third attempt the #2 gen caution light illuminates a third time and a third rejected takeoff procedure is performed. We taxi back to the ramp and contact dispatch again. Then when in contact with maintenance I'm told contract maintenance will have to come out to take a look at the problem. Once back in contact with dispatch I'm told to return to the gate deplane the aircraft and wait for maintenance and further instructions. After maintenance comes out to the plane it is determined that a ferry flight is necessary and the revenue portion of this flight is cancelled. When the ferry permit is completed I start to look over it and realize it says 'found no obvious defects' and limitation no icing. I contact dispatch again and then when in contact with maintenance I ask about the position of the # 2 ac gen switch and procedure for flying with the master caution light flashing and caution light illuminated. I'm then told by maintenance and I quote 'just turn off the switch and go' sounds easy enough but I was conflicted on the procedure that was not outlined in any sop or specifically written on the ferry permit. After some back and forth contract maintenance comes back out and adds the limitation #2 ac gen is offline to the ferry permit. Then when back in contact with dispatch we are cleared for departure with no further incident.

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.