Narrative:

The problem started when the cockpit went completely black momentarily (2-3 seconds). About the time we were able to process what happened everything came back on. This was immediately followed by 2 amber lights (left gen off and right gen tie open) with the associated master caution flasher. Before we could even pull the checklist to deal with the abnormal I noted pressure in my ears and looked to see the cabin rate showing an increase of 1;200 to 1;500 FPM. Already having a cabin altitude of 9;000 ft I judged the uncontrolled pressure increase to be the primary problem at the time. I directed my sic to inform center that we needed an immediate descent to 15;000 ft.after 2 attempts to get a descent clearance with no response from center I disengaged the autopilot and initiated a descent. We were later able to raise center in the blind on a known frequency for the area and received clearance for the rest of the descent. During the descent the cabin altitude hi and master warning flasher came on and the passenger O2 masks deployed. At that time the crew donned their O2 masks. After establishing the descent and coming thru approximately FL180 we were able to bring the left gen and right gen tie back to normal status and clear both amber lights. By my observation as soon as the caution lights were resolved we regained control of the pressurization.upon leveling off at 15;000 ft we assessed the situation and the aircraft was then working normally. Our location was about 100 NM from our destination. Having a functioning aircraft at the time; I elected to continue on and land at our destination. The rest of the flight was without incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: A King Air 350 flight crew initiated an emergency descent when a temporary electrical failure resulted in a loss of pressurization at FL310.

Narrative: The problem started when the cockpit went completely black momentarily (2-3 seconds). About the time we were able to process what happened everything came back on. This was immediately followed by 2 amber lights (L GEN OFF and R GEN TIE OPEN) with the associated master caution flasher. Before we could even pull the checklist to deal with the abnormal I noted pressure in my ears and looked to see the cabin rate showing an increase of 1;200 to 1;500 FPM. Already having a cabin altitude of 9;000 FT I judged the uncontrolled pressure increase to be the primary problem at the time. I directed my SIC to inform Center that we needed an immediate descent to 15;000 FT.After 2 attempts to get a descent clearance with no response from Center I disengaged the autopilot and initiated a descent. We were later able to raise Center in the blind on a known frequency for the area and received clearance for the rest of the descent. During the descent the CABIN ALT HI and master warning flasher came on and the passenger O2 masks deployed. At that time the crew donned their O2 masks. After establishing the descent and coming thru approximately FL180 we were able to bring the L GEN and R GEN TIE back to normal status and clear both amber lights. By my observation as soon as the caution lights were resolved we regained control of the pressurization.Upon leveling off at 15;000 FT we assessed the situation and the aircraft was then working normally. Our location was about 100 NM from our destination. Having a functioning aircraft at the time; I elected to continue on and land at our destination. The rest of the flight was without incident.

Data retrieved from NASA's ASRS site as of July 2013 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.