Narrative:

On landing at ZZZ; the #1 generator light illuminated. After landing; I pulled out the emergency procedures book and followed the procedure. No other indications of a malfunction were evident. I also checked the MEL and confirmed the aircraft could be flown. I hesitated to shut down the aircraft since the starter and generator are the same unit; and I was not sure if the aircraft would start again. My customer said they did not want to be 'stuck' offshore and asked if I could fly to the base. The emergency procedure checklist and the MEL allows flight with 1 generator inoperative under day VFR conditions. I determined there was no restr for flight. In accordance with emergency procedures; I placed the starter/generator switch in the off position and made the decision to return to ZZZ1 where there were facilities and parts for repair. The amt found a broken wire on the #1 voltage sensor; and quickly made the repair. I then launched to finish the day without further incident. I did not shut down the aircraft or even reduce throttles to idle. However; I realize now that I did not complete the MEL paperwork and make an entry in the aircraft logbook. The discrepancy was resolved quickly and I simply forgot. I had already lost 1 1/2 hours of the customer's time and allowed my eagerness to complete the mission to interfere with the paperwork. I realize documentation is important and regulations must be followed. I will make every effort in the future to make sure there is no repeat occurrence.

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Original NASA ASRS Text

Title: A BO105 ON LNDG HAD #1 GENERATOR FAIL LIGHT ILLUMINATED. MADE DECISION TO FLY TO MAINT STATION FOR REPAIR USING MEL PROCS. FAILED TO ENTER MEL REFS IN LOGBOOK.

Narrative: ON LNDG AT ZZZ; THE #1 GENERATOR LIGHT ILLUMINATED. AFTER LNDG; I PULLED OUT THE EMER PROCS BOOK AND FOLLOWED THE PROC. NO OTHER INDICATIONS OF A MALFUNCTION WERE EVIDENT. I ALSO CHKED THE MEL AND CONFIRMED THE ACFT COULD BE FLOWN. I HESITATED TO SHUT DOWN THE ACFT SINCE THE STARTER AND GENERATOR ARE THE SAME UNIT; AND I WAS NOT SURE IF THE ACFT WOULD START AGAIN. MY CUSTOMER SAID THEY DID NOT WANT TO BE 'STUCK' OFFSHORE AND ASKED IF I COULD FLY TO THE BASE. THE EMER PROC CHKLIST AND THE MEL ALLOWS FLT WITH 1 GENERATOR INOP UNDER DAY VFR CONDITIONS. I DETERMINED THERE WAS NO RESTR FOR FLT. IN ACCORDANCE WITH EMER PROCS; I PLACED THE STARTER/GENERATOR SWITCH IN THE OFF POS AND MADE THE DECISION TO RETURN TO ZZZ1 WHERE THERE WERE FACILITIES AND PARTS FOR REPAIR. THE AMT FOUND A BROKEN WIRE ON THE #1 VOLTAGE SENSOR; AND QUICKLY MADE THE REPAIR. I THEN LAUNCHED TO FINISH THE DAY WITHOUT FURTHER INCIDENT. I DID NOT SHUT DOWN THE ACFT OR EVEN REDUCE THROTTLES TO IDLE. HOWEVER; I REALIZE NOW THAT I DID NOT COMPLETE THE MEL PAPERWORK AND MAKE AN ENTRY IN THE ACFT LOGBOOK. THE DISCREPANCY WAS RESOLVED QUICKLY AND I SIMPLY FORGOT. I HAD ALREADY LOST 1 1/2 HRS OF THE CUSTOMER'S TIME AND ALLOWED MY EAGERNESS TO COMPLETE THE MISSION TO INTERFERE WITH THE PAPERWORK. I REALIZE DOCUMENTATION IS IMPORTANT AND REGS MUST BE FOLLOWED. I WILL MAKE EVERY EFFORT IN THE FUTURE TO MAKE SURE THERE IS NO REPEAT OCCURRENCE.

Data retrieved from NASA's ASRS site as of January 2009 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.