Narrative:

This was a quality assurance flight. The flight was conducted on an IFR flight plan. I had a block airspace assignment from FL270 to FL250. Flight tests included, but were not limited to, confirming a fault with the #2 generator, engine shutdowns and restarts. I was on vectors within test area. The first engine shutdown was the left engine with a windmilling start. While still at FL250, I shut the left engine down for the second time after the appropriate coast down/cool down period and attempted to perform the starter assisted start. (The shutdown and the restarts were all conducted using the procedures set forth in pilot checklist.) the starter assisted start of the left engine failed. The right engine's 'generator fail' annunciator illuminated and numerous other annunciators illuminated subsequent to the failure of the right generator. I was relatively close to beech field, so I opted to climb back to FL270 and attempt an air start in the hopes of regaining the generator power. Unable to get the engine started, I advised ZKC that I was single engine and had a dual generator failure. He asked if this was considered an emergency and I then declared an emergency. Upon contacting wichita approach, I requested and was given vectors for the VOR/GPS B approach. During the vectors, ATC advised me that I had been requested to contact my operations. It was at this point that I was operating in VFR conditions with visibility in excess of 5 mi. I advised ATC that I was VFR and that I could call my operations. He asked me if I wanted to cancel IFR. I canceled IFR and contacted operations who asked me to try to reset the generator by holding the reset button to reset for 5 seconds. (This problem was recommended by a company pilot who had a generator failure on this aircraft yesterday and had been successful in reinstating its function by holding the switch to reset for 5 seconds.) I had previously attempted a momentary and slightly extended time for the reset and so I held the reset and counted 8 seconds. The #2 generator did reset and function. All of the aircraft's equipment which requires electrical power was at this point available to me for the landing. A single engine landing was conducted without incident. I was met by the fire truck and through hand signals, it was communicated that the aircraft was safe to taxi to park. Total flight time was 52 mins and I landed with approximately 2000 pounds of fuel on board. After parking, I discussed the indications and procedures I used with company.

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Original NASA ASRS Text

Title: A TEST PLT IS UNABLE TO GET AN ENG RESTARTED THAT WAS PURPOSELY SHUT DOWN FOR A FLT TEST. THE PLT ALSO TEMPORARILY LOST THE OTHER GENERATOR AND DSNDED OUT OF ASSIGNED BLOCK ALT AIRSPACE.

Narrative: THIS WAS A QUALITY ASSURANCE FLT. THE FLT WAS CONDUCTED ON AN IFR FLT PLAN. I HAD A BLOCK AIRSPACE ASSIGNMENT FROM FL270 TO FL250. FLT TESTS INCLUDED, BUT WERE NOT LIMITED TO, CONFIRMING A FAULT WITH THE #2 GENERATOR, ENG SHUTDOWNS AND RESTARTS. I WAS ON VECTORS WITHIN TEST AREA. THE FIRST ENG SHUTDOWN WAS THE L ENG WITH A WINDMILLING START. WHILE STILL AT FL250, I SHUT THE L ENG DOWN FOR THE SECOND TIME AFTER THE APPROPRIATE COAST DOWN/COOL DOWN PERIOD AND ATTEMPTED TO PERFORM THE STARTER ASSISTED START. (THE SHUTDOWN AND THE RESTARTS WERE ALL CONDUCTED USING THE PROCS SET FORTH IN PLT CHKLIST.) THE STARTER ASSISTED START OF THE L ENG FAILED. THE R ENG'S 'GENERATOR FAIL' ANNUNCIATOR ILLUMINATED AND NUMEROUS OTHER ANNUNCIATORS ILLUMINATED SUBSEQUENT TO THE FAILURE OF THE R GENERATOR. I WAS RELATIVELY CLOSE TO BEECH FIELD, SO I OPTED TO CLB BACK TO FL270 AND ATTEMPT AN AIR START IN THE HOPES OF REGAINING THE GENERATOR PWR. UNABLE TO GET THE ENG STARTED, I ADVISED ZKC THAT I WAS SINGLE ENG AND HAD A DUAL GENERATOR FAILURE. HE ASKED IF THIS WAS CONSIDERED AN EMER AND I THEN DECLARED AN EMER. UPON CONTACTING WICHITA APCH, I REQUESTED AND WAS GIVEN VECTORS FOR THE VOR/GPS B APCH. DURING THE VECTORS, ATC ADVISED ME THAT I HAD BEEN REQUESTED TO CONTACT MY OPS. IT WAS AT THIS POINT THAT I WAS OPERATING IN VFR CONDITIONS WITH VISIBILITY IN EXCESS OF 5 MI. I ADVISED ATC THAT I WAS VFR AND THAT I COULD CALL MY OPS. HE ASKED ME IF I WANTED TO CANCEL IFR. I CANCELED IFR AND CONTACTED OPS WHO ASKED ME TO TRY TO RESET THE GENERATOR BY HOLDING THE RESET BUTTON TO RESET FOR 5 SECONDS. (THIS PROB WAS RECOMMENDED BY A COMPANY PLT WHO HAD A GENERATOR FAILURE ON THIS ACFT YESTERDAY AND HAD BEEN SUCCESSFUL IN REINSTATING ITS FUNCTION BY HOLDING THE SWITCH TO RESET FOR 5 SECONDS.) I HAD PREVIOUSLY ATTEMPTED A MOMENTARY AND SLIGHTLY EXTENDED TIME FOR THE RESET AND SO I HELD THE RESET AND COUNTED 8 SECONDS. THE #2 GENERATOR DID RESET AND FUNCTION. ALL OF THE ACFT'S EQUIP WHICH REQUIRES ELECTRICAL PWR WAS AT THIS POINT AVAILABLE TO ME FOR THE LNDG. A SINGLE ENG LNDG WAS CONDUCTED WITHOUT INCIDENT. I WAS MET BY THE FIRE TRUCK AND THROUGH HAND SIGNALS, IT WAS COMMUNICATED THAT THE ACFT WAS SAFE TO TAXI TO PARK. TOTAL FLT TIME WAS 52 MINS AND I LANDED WITH APPROX 2000 LBS OF FUEL ON BOARD. AFTER PARKING, I DISCUSSED THE INDICATIONS AND PROCS I USED WITH COMPANY.

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.