Narrative:

During the morning flts it was noted and reported to maintenance that putting the right generator on line caused the left generator to trip; but that it (the left generator reset normally). Either generator would accept the full load. The current limiter check was normal. Maintenance stated that both generators were scheduled for maintenance on friday as a time limit was involved. Additionally the splines were due for a maintenance check in about 15 hours; and that would be accomplished at the same time. En route from ZZZ1 to ZZZ2 at 9000 ft MSL; about 30 mi north of ZZZ1; the left generator tripped off line; and momentarily came back on. The volt ammeter showed the left generator accepting a load. Then the process repeated; with the left coming back on line. For a third time; the left generator tripped and this time did not reset itself; nor would it reset manually. During the next few mins; the following were noted: a right generator load of approximately .45; a left generator load of zero; no ability to reset the left generator; red light in the gear handle; failure of the pressurization system; failure of the left fuel gauge; failure of the #1 communication radio; failure of the transponder's mode C; a red 'computer' flag on the left ADI; the inability to lower the flaps and gear. Failure of the primary pitch trim. Later no ability to bring the #1 inverter on line. ATC was notified of the initial communications radio problems; and informed us of the transponder mode C failure. No assistance was requested at that time. About 30 mi out of ZZZ2 a call was made to the company on requesting the assistance of maintenance. Due to the limitations of one communication radio; numerous changes back and forth were required. The aircraft was slowed to about 130 KIAS and the gear selected down. Nothing happened. The emergency gear extension procedure checklist was reviewed; then followed. During this period approximately 60 strokes of the emergency gear handle were applied. Seeing no green gear lights; and realizing that the electrical failure may have affected those lights; they were tested by pushing; and failed to illuminate. We concluded they would not illuminate. This meant we could not stop pumping at the normal indication (3 green) as taught in ground school. Flaps approach were selected. The flaps did not move as observed from the cockpit. The gear position was uncertain. Given that; and the multiple system failures; an emergency was declared with ZZZ2 ATC tower. A fly-by of the tower was conducted. An aircraft at the runway hold line for runway 36 observed that the gear looked normal. The ZZZ2 tower reported a 'bowed appearance.' we proceeded to the east of the airport and called company for about the fourth time. The passenger received a preliminary of the difficulties; and were told we were working closely with maintenance and ATC. While east of the airport; the IFR was canceled (tower seemed to want that). The emergency gear handle was pumped about 12 more strokes; and resistance was met. Pumping ceased. Another low pass down the runway was made. Tower reported gear appeared down. Company called again for further consultation with maintenance personnel. The passenger were briefed again. Brace position were reviewed; and coats were passed forward to act as a cushion for passenger seated on the couch adjacent to the bulkhead. An audible signal for assuming the brace position was agreed upon (the tone generated by cycling of the fsb sign). Multiple system were secured (lights; which had failed anyway; bleed air; and the checklist for an aborted landing with inability to stop on the runway was reviewed for action items. The first officer was briefed as to his actions; and as to those the captain would accomplish. A power on; zero flap landing with a reference speed of 110 KIAS was made. The gear appeared normal; and the aircraft exited runway at taxiway D where it was shut down; and the passenger deplaned to a safe location at the edge of the taxiway. Maintenance stated #1 generator bearing failure followed by 325 amp current limiter failure. Remaining time to generator overhaul (time limited item) 12 hours.

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Original NASA ASRS Text

Title: BEECH KINGAIR 100 HAS GENERATOR FAILURE AND MULTIPLE SYS FAILURE DURING CRUISE. EMER DECLARE AND UNEVENTFUL LNDG MADE.

Narrative: DURING THE MORNING FLTS IT WAS NOTED AND RPTED TO MAINT THAT PUTTING THE R GENERATOR ON LINE CAUSED THE L GENERATOR TO TRIP; BUT THAT IT (THE L GENERATOR RESET NORMALLY). EITHER GENERATOR WOULD ACCEPT THE FULL LOAD. THE CURRENT LIMITER CHK WAS NORMAL. MAINT STATED THAT BOTH GENERATORS WERE SCHEDULED FOR MAINT ON FRIDAY AS A TIME LIMIT WAS INVOLVED. ADDITIONALLY THE SPLINES WERE DUE FOR A MAINT CHK IN ABOUT 15 HRS; AND THAT WOULD BE ACCOMPLISHED AT THE SAME TIME. ENRTE FROM ZZZ1 TO ZZZ2 AT 9000 FT MSL; ABOUT 30 MI N OF ZZZ1; THE L GENERATOR TRIPPED OFF LINE; AND MOMENTARILY CAME BACK ON. THE VOLT AMMETER SHOWED THE L GENERATOR ACCEPTING A LOAD. THEN THE PROCESS REPEATED; WITH THE L COMING BACK ON LINE. FOR A THIRD TIME; THE L GENERATOR TRIPPED AND THIS TIME DID NOT RESET ITSELF; NOR WOULD IT RESET MANUALLY. DURING THE NEXT FEW MINS; THE FOLLOWING WERE NOTED: A R GENERATOR LOAD OF APPROX .45; A L GENERATOR LOAD OF ZERO; NO ABILITY TO RESET THE L GENERATOR; RED LIGHT IN THE GEAR HANDLE; FAILURE OF THE PRESSURIZATION SYS; FAILURE OF THE L FUEL GAUGE; FAILURE OF THE #1 COM RADIO; FAILURE OF THE XPONDER'S MODE C; A RED 'COMPUTER' FLAG ON THE L ADI; THE INABILITY TO LOWER THE FLAPS AND GEAR. FAILURE OF THE PRIMARY PITCH TRIM. LATER NO ABILITY TO BRING THE #1 INVERTER ON LINE. ATC WAS NOTIFIED OF THE INITIAL COMS RADIO PROBS; AND INFORMED US OF THE XPONDER MODE C FAILURE. NO ASSISTANCE WAS REQUESTED AT THAT TIME. ABOUT 30 MI OUT OF ZZZ2 A CALL WAS MADE TO THE COMPANY ON REQUESTING THE ASSISTANCE OF MAINT. DUE TO THE LIMITATIONS OF ONE COM RADIO; NUMEROUS CHANGES BACK AND FORTH WERE REQUIRED. THE ACFT WAS SLOWED TO ABOUT 130 KIAS AND THE GEAR SELECTED DOWN. NOTHING HAPPENED. THE EMER GEAR EXTENSION PROC CHKLIST WAS REVIEWED; THEN FOLLOWED. DURING THIS PERIOD APPROX 60 STROKES OF THE EMER GEAR HANDLE WERE APPLIED. SEEING NO GREEN GEAR LIGHTS; AND REALIZING THAT THE ELECTRICAL FAILURE MAY HAVE AFFECTED THOSE LIGHTS; THEY WERE TESTED BY PUSHING; AND FAILED TO ILLUMINATE. WE CONCLUDED THEY WOULD NOT ILLUMINATE. THIS MEANT WE COULD NOT STOP PUMPING AT THE NORMAL INDICATION (3 GREEN) AS TAUGHT IN GND SCHOOL. FLAPS APCH WERE SELECTED. THE FLAPS DID NOT MOVE AS OBSERVED FROM THE COCKPIT. THE GEAR POS WAS UNCERTAIN. GIVEN THAT; AND THE MULTIPLE SYS FAILURES; AN EMER WAS DECLARED WITH ZZZ2 ATC TWR. A FLY-BY OF THE TWR WAS CONDUCTED. AN ACFT AT THE RWY HOLD LINE FOR RWY 36 OBSERVED THAT THE GEAR LOOKED NORMAL. THE ZZZ2 TWR RPTED A 'BOWED APPEARANCE.' WE PROCEEDED TO THE E OF THE ARPT AND CALLED COMPANY FOR ABOUT THE FOURTH TIME. THE PAX RECEIVED A PRELIMINARY OF THE DIFFICULTIES; AND WERE TOLD WE WERE WORKING CLOSELY WITH MAINT AND ATC. WHILE E OF THE ARPT; THE IFR WAS CANCELED (TWR SEEMED TO WANT THAT). THE EMER GEAR HANDLE WAS PUMPED ABOUT 12 MORE STROKES; AND RESISTANCE WAS MET. PUMPING CEASED. ANOTHER LOW PASS DOWN THE RWY WAS MADE. TWR RPTED GEAR APPEARED DOWN. COMPANY CALLED AGAIN FOR FURTHER CONSULTATION WITH MAINT PERSONNEL. THE PAX WERE BRIEFED AGAIN. BRACE POS WERE REVIEWED; AND COATS WERE PASSED FORWARD TO ACT AS A CUSHION FOR PAX SEATED ON THE COUCH ADJACENT TO THE BULKHEAD. AN AUDIBLE SIGNAL FOR ASSUMING THE BRACE POS WAS AGREED UPON (THE TONE GENERATED BY CYCLING OF THE FSB SIGN). MULTIPLE SYS WERE SECURED (LIGHTS; WHICH HAD FAILED ANYWAY; BLEED AIR; AND THE CHKLIST FOR AN ABORTED LNDG WITH INABILITY TO STOP ON THE RWY WAS REVIEWED FOR ACTION ITEMS. THE FO WAS BRIEFED AS TO HIS ACTIONS; AND AS TO THOSE THE CAPT WOULD ACCOMPLISH. A PWR ON; ZERO FLAP LNDG WITH A REF SPD OF 110 KIAS WAS MADE. THE GEAR APPEARED NORMAL; AND THE ACFT EXITED RWY AT TXWY D WHERE IT WAS SHUT DOWN; AND THE PAX DEPLANED TO A SAFE LOCATION AT THE EDGE OF THE TXWY. MAINT STATED #1 GENERATOR BEARING FAILURE FOLLOWED BY 325 AMP CURRENT LIMITER FAILURE. REMAINING TIME TO GENERATOR OVERHAUL (TIME LIMITED ITEM) 12 HRS.

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.