Narrative:

We were at FL320 diverting around some weather when we received red 'gen fail right' cas message. We consulted the checklist which advised us to attempt to reset the generator. Given the recent history of electrical issues with the airplane; we decided to contact maintenance before we attempted a reset. Maintenance advised us to attempt to reset the generator. Our attempt was unsuccessful. The next step on the checklist is to close the cross tie. Again; we had some concern about closing the cross tie due to the recent history of the airplane so we contacted a manager to discuss this with him. We were advised against closing the cross tie and to divert to [another airport]. After our deviations for weather were completed we advised ATC we were diverting to moline; and were cleared to do so. We reduced the electrical load as much as practical and continued to moline utilizing the left generator and right battery. We established contact with approach; advised them of our problem; we were cleared for the visual approach and cleared to land in the event of a loss of communications. We discussed some of the systems that may fail as a result of electrical power on the right side. Shortly thereafter; the #2 radios failed. The PF relayed this to ATC and was advising them of fuel and souls on board when the #1 radio became unusable as well. At about that time; we began to lose multiple electrical systems including landing gear; landing gear position indicator; flaps; fadec; rudder limiters and primary stab trim to name a few. We performed an emergency gear extension; per the checklist; discussed landing procedures and data and turned toward the airport. We established communication with the tower via cell phone and asked to fly by the tower to verify the position of the landing gear and flaps. The tower advised us we were cleared for a low approach; all airspace was clear and that we may maneuver as necessary and that emergency equipment was standing by for our arrival. The tower verified our landing gear was extended and it did not appear flaps were extended. We were able to verify visually; from the cockpit; that both sets of slats were extended. Again; we double checked the landing data based on the data we had (slats extended; zero flaps) discussed our options one last time and decided to land at moline. We discussed that the approach had to be perfect and anything other than that would be cause to abort the landing. We landed; touching down within the first few hundred feet of the runway. We had slowed to a normal roll-out speed within the first two-thirds of the runway. We turned off at the end; called the tower via cell phone to advise them that everyone was ok and we were cleared to taxi to the hangar.

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Original NASA ASRS Text

Title: CE750 Captain experiences a right generator failure at FL320; which cannot be reset. Due to recent maintenance history the electrical cross tie is not closed and the flight diverts to a suitable airport. Numerous electrical components begin to fail prior to reaching the diversion airport requiring emergency gear extension and landing with slats only.

Narrative: We were at FL320 diverting around some weather when we received Red 'GEN FAIL R' CAS Message. We consulted the checklist which advised us to attempt to reset the generator. Given the recent history of electrical issues with the airplane; we decided to contact maintenance before we attempted a reset. Maintenance advised us to attempt to reset the generator. Our attempt was unsuccessful. The next step on the checklist is to close the cross tie. Again; we had some concern about closing the cross tie due to the recent history of the airplane so we contacted a manager to discuss this with him. We were advised against closing the cross tie and to divert to [another airport]. After our deviations for weather were completed we advised ATC we were diverting to Moline; and were cleared to do so. We reduced the electrical load as much as practical and continued to Moline utilizing the left generator and right battery. We established contact with Approach; advised them of our problem; we were cleared for the visual approach and cleared to land in the event of a loss of communications. We discussed some of the systems that may fail as a result of electrical power on the right side. Shortly thereafter; the #2 radios failed. The PF relayed this to ATC and was advising them of fuel and souls on board when the #1 radio became unusable as well. At about that time; we began to lose multiple electrical systems including landing gear; landing gear position indicator; flaps; FADEC; rudder limiters and primary stab trim to name a few. We performed an emergency gear extension; per the checklist; discussed landing procedures and data and turned toward the airport. We established communication with the Tower via cell phone and asked to fly by the tower to verify the position of the landing gear and flaps. The Tower advised us we were cleared for a low approach; all airspace was clear and that we may maneuver as necessary and that emergency equipment was standing by for our arrival. The Tower verified our landing gear was extended and it did not appear flaps were extended. We were able to verify visually; from the cockpit; that both sets of slats were extended. Again; we double checked the landing data based on the data we had (slats extended; zero flaps) discussed our options one last time and decided to land at Moline. We discussed that the approach had to be perfect and anything other than that would be cause to abort the landing. We landed; touching down within the first few hundred feet of the runway. We had slowed to a normal roll-out speed within the first two-thirds of the runway. We turned off at the end; called the Tower via cell phone to advise them that everyone was OK and we were cleared to taxi to the hangar.

Data retrieved from NASA's ASRS site as of April 2012 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.