Narrative:

While en route on an average flight from atw to msp approximately in the eau area, we encountered a left gen overtemp light and warning. Procedure is to shut down gen and check to see if buss-tie-connect light illuminates. If it does, end of procedure. But, when we shut down the left gen, we indeed did get a buss-tie-light to illuminate, but then also lost left main buss and left avionics buss and intermittent loss of the left essential buss. What occurred from the loss of these associated busses was the loss of the left-hand EFIS and all flight instruments on the left-hand side, loss of transponder function (intermittent) #1 and #2, and ADF was lost. The first officer was given the controls at this point to continue into the airport of intended landing, while I worked through the checklists trying to find out why what was supposed to happen did not in fact occur. There was no checklist for loss of main and avionics buss loss if the buss-tie in fact did connect. I attempted to cycle circuit breaker's for the main buss and to cycle K1 circuit breaker which resets the buss-tie connect, west/O any results. During this process of trying to solve the problem, I did in fact notify ATC that we did have an electrical malfunction and that loss of all instrumentation had occurred on left-hand side. ATC inquired if we needed any assistance, and I advised that we did not. I then contacted company by radio and requested to talk to a mechanic. The mechanic told me to do just what I had already done, plus reset the gen. I advised the mechanic that we had shut off the gen due to an overtemp situation. He told me to go ahead and try it, and then shut it back off. We did just that. Power was restored momentarily and then went back to previous situation. We continued the flight to msp and were cleared for landing. When we attempted to lower the landing gear, as the landing gear were coming down, we got 1 nose gear light and no main gear lights, and the pressure in the main hydraulics had dropped to 0. While on the approach I did not want to play with the gear, so we asked to go back out for possible holding to attempt to figure out the gear problem. While flying away from the airport, we attempted to override the hydraulic pump which is off the essential (left) buss. At first we got no response. Then shortly thereafter it began to run, and the gear gave 3 green light indications. We told tower that we had 3 greens and that we would like to turn in flight landing, but requested the longer runway of the 2 due to we had now lost anti-skid for braking. On landing we had learned that the tower had declared an emergency and called crash, fire and rescue. All in all, I believe that all procedures were followed to the letter. We took our time with all problems encountered and did not rush things into a dangerous situation. Crew coordination was very effective in this situation.

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Original NASA ASRS Text

Title: COMMUTER FLT CREW EXPERIENCES MAJOR ELECTRICAL PROBLEMS ON FLT TO MSP.

Narrative: WHILE ENRTE ON AN AVERAGE FLT FROM ATW TO MSP APPROX IN THE EAU AREA, WE ENCOUNTERED A LEFT GEN OVERTEMP LIGHT AND WARNING. PROC IS TO SHUT DOWN GEN AND CHK TO SEE IF BUSS-TIE-CONNECT LIGHT ILLUMINATES. IF IT DOES, END OF PROC. BUT, WHEN WE SHUT DOWN THE LEFT GEN, WE INDEED DID GET A BUSS-TIE-LIGHT TO ILLUMINATE, BUT THEN ALSO LOST LEFT MAIN BUSS AND LEFT AVIONICS BUSS AND INTERMITTENT LOSS OF THE LEFT ESSENTIAL BUSS. WHAT OCCURRED FROM THE LOSS OF THESE ASSOCIATED BUSSES WAS THE LOSS OF THE LEFT-HAND EFIS AND ALL FLT INSTRUMENTS ON THE LEFT-HAND SIDE, LOSS OF XPONDER FUNCTION (INTERMITTENT) #1 AND #2, AND ADF WAS LOST. THE F/O WAS GIVEN THE CTLS AT THIS POINT TO CONTINUE INTO THE ARPT OF INTENDED LNDG, WHILE I WORKED THROUGH THE CHKLISTS TRYING TO FIND OUT WHY WHAT WAS SUPPOSED TO HAPPEN DID NOT IN FACT OCCUR. THERE WAS NO CHKLIST FOR LOSS OF MAIN AND AVIONICS BUSS LOSS IF THE BUSS-TIE IN FACT DID CONNECT. I ATTEMPTED TO CYCLE CB'S FOR THE MAIN BUSS AND TO CYCLE K1 CB WHICH RESETS THE BUSS-TIE CONNECT, W/O ANY RESULTS. DURING THIS PROCESS OF TRYING TO SOLVE THE PROB, I DID IN FACT NOTIFY ATC THAT WE DID HAVE AN ELECTRICAL MALFUNCTION AND THAT LOSS OF ALL INSTRUMENTATION HAD OCCURRED ON LEFT-HAND SIDE. ATC INQUIRED IF WE NEEDED ANY ASSISTANCE, AND I ADVISED THAT WE DID NOT. I THEN CONTACTED COMPANY BY RADIO AND REQUESTED TO TALK TO A MECH. THE MECH TOLD ME TO DO JUST WHAT I HAD ALREADY DONE, PLUS RESET THE GEN. I ADVISED THE MECH THAT WE HAD SHUT OFF THE GEN DUE TO AN OVERTEMP SITUATION. HE TOLD ME TO GO AHEAD AND TRY IT, AND THEN SHUT IT BACK OFF. WE DID JUST THAT. PWR WAS RESTORED MOMENTARILY AND THEN WENT BACK TO PREVIOUS SITUATION. WE CONTINUED THE FLT TO MSP AND WERE CLRED FOR LNDG. WHEN WE ATTEMPTED TO LOWER THE LNDG GEAR, AS THE LNDG GEAR WERE COMING DOWN, WE GOT 1 NOSE GEAR LIGHT AND NO MAIN GEAR LIGHTS, AND THE PRESSURE IN THE MAIN HYDS HAD DROPPED TO 0. WHILE ON THE APCH I DID NOT WANT TO PLAY WITH THE GEAR, SO WE ASKED TO GO BACK OUT FOR POSSIBLE HOLDING TO ATTEMPT TO FIGURE OUT THE GEAR PROB. WHILE FLYING AWAY FROM THE ARPT, WE ATTEMPTED TO OVERRIDE THE HYD PUMP WHICH IS OFF THE ESSENTIAL (LEFT) BUSS. AT FIRST WE GOT NO RESPONSE. THEN SHORTLY THEREAFTER IT BEGAN TO RUN, AND THE GEAR GAVE 3 GREEN LIGHT INDICATIONS. WE TOLD TWR THAT WE HAD 3 GREENS AND THAT WE WOULD LIKE TO TURN IN FLT LNDG, BUT REQUESTED THE LONGER RWY OF THE 2 DUE TO WE HAD NOW LOST ANTI-SKID FOR BRAKING. ON LNDG WE HAD LEARNED THAT THE TWR HAD DECLARED AN EMER AND CALLED CRASH, FIRE AND RESCUE. ALL IN ALL, I BELIEVE THAT ALL PROCS WERE FOLLOWED TO THE LETTER. WE TOOK OUR TIME WITH ALL PROBS ENCOUNTERED AND DID NOT RUSH THINGS INTO A DANGEROUS SITUATION. CREW COORD WAS VERY EFFECTIVE IN THIS SITUATION.

Data retrieved from NASA's ASRS site as of July 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.