Narrative:

Aircraft was hangared prior to flight. WX was clear and cold with no precipitation. 9.1 hours on hobbs meter. Walkaround and rotary test was normal. R-hand engine was started first; but experienced classic no light off condition (a known issue). Rotation; but no ignition; itt or fuel flow. Start was aborted. We turned off power and checked circuit breakers in the cockpit and aft j-box. No ecs lights. Power was turned back on and l-hand engine was started normally followed by the r-hand engine starting with normal indications. We took off and cruised at FL430. Flight time was 3 hours 18 mins. On approach to ZZZ; we descended through clouds with anti-ice on. Broke out of clouds at 2000 ft and anti-ice was turned off. Normal landing. We shut down the aircraft and then found out they were given the wrong FBO location. We started both engines normally and proceeded to the correct FBO. We were on the ground for 2 hours at temperatures just below freezing with no precipitation. Departing for ZZZ2 we had 2 normal starts and on takeoff were able to climb through a thin cloud layer through a hole and did not have to turn on anti-ice. Flight time for leg was 2 hours 11 mins with a cruise altitude of FL430. Approaching ZZZ2; center had us descend from FL430 to FL410. We selected vertical speed mode of descent with a 500 FPM rate and slowly adjusted throttles for speed. Within 2 mins ATC center cleared us FL370. We then selected VNAV mode of descent with approximately 2100 FPM and adjusted throttles with a slow pull back to set speed. I pulled the throttles back but not quite to flight idle. 10-20 seconds later the 'right-hand generator' annunciator lights up with the master caution and as I turned to look at the generator switch and amp output the 'right-hand low oil pressure' light comes on with the master warning. We then looked at the engine gauges and determined we had lost the r-hand engine. My copilot radios ATC center and declares an emergency. We are then cleared to fix point and 24K ft. We perform the engine failure precautionary shutdown procedure to secure the engine. We then assessed the engine parameters and determined we should try an in-flight start. We slowed the aircraft to 200 KTS at 23K ft and then performed a started assist in-flight engine start procedure. The start was successful. My copilot then called ATC center and canceled the emergency. The approach to ZZZ2 was normal which means they had multiple speed and power adjustment between flight idle and cruise setting. The engine performed normally. Additionally; on landing; we heard 'landing gear' voice annunciation meaning we had an unsafe landing gear condition. We heard that warning again during the taxi in and observed a red gear unlocked annunciator at that time. The rest of the taxi to the ramp was uneventful and shutdown was normal. There is a recent history of landing gear actuators unlocking during taxi due to loads on the nose gear and at least 1 incident of a gear collapse in south africa. After the gear warning; I should have stopped and deplaned the airplane and asked to have the aircraft towed to parking. Callback conversation with reporter revealed the following information: the reporter states that this was a new aircraft with less than 10 hours. The engine manufacturer is seriously involved in trying to find out the reason for the engine problems. The start failures and in-flight shutdowns are probably related. The nose gear actuator and right engine fuel control were changed prior to a ferry flight back to home base; which was uneventful.

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Original NASA ASRS Text

Title: C650 CREW RPTS UNCOMMANDED ENG SHUTDOWN DURING DSCNT AT HIGH ALT. THEY ALSO RECEIVED AN 'UNSAFE GEAR' WARNING ON LNDG.

Narrative: ACFT WAS HANGARED PRIOR TO FLT. WX WAS CLR AND COLD WITH NO PRECIP. 9.1 HRS ON HOBBS METER. WALKAROUND AND ROTARY TEST WAS NORMAL. R-HAND ENG WAS STARTED FIRST; BUT EXPERIENCED CLASSIC NO LIGHT OFF CONDITION (A KNOWN ISSUE). ROTATION; BUT NO IGNITION; ITT OR FUEL FLOW. START WAS ABORTED. WE TURNED OFF PWR AND CHKED CIRCUIT BREAKERS IN THE COCKPIT AND AFT J-BOX. NO ECS LIGHTS. PWR WAS TURNED BACK ON AND L-HAND ENG WAS STARTED NORMALLY FOLLOWED BY THE R-HAND ENG STARTING WITH NORMAL INDICATIONS. WE TOOK OFF AND CRUISED AT FL430. FLT TIME WAS 3 HRS 18 MINS. ON APCH TO ZZZ; WE DSNDED THROUGH CLOUDS WITH ANTI-ICE ON. BROKE OUT OF CLOUDS AT 2000 FT AND ANTI-ICE WAS TURNED OFF. NORMAL LNDG. WE SHUT DOWN THE ACFT AND THEN FOUND OUT THEY WERE GIVEN THE WRONG FBO LOCATION. WE STARTED BOTH ENGS NORMALLY AND PROCEEDED TO THE CORRECT FBO. WE WERE ON THE GND FOR 2 HRS AT TEMPS JUST BELOW FREEZING WITH NO PRECIP. DEPARTING FOR ZZZ2 WE HAD 2 NORMAL STARTS AND ON TKOF WERE ABLE TO CLB THROUGH A THIN CLOUD LAYER THROUGH A HOLE AND DID NOT HAVE TO TURN ON ANTI-ICE. FLT TIME FOR LEG WAS 2 HRS 11 MINS WITH A CRUISE ALT OF FL430. APCHING ZZZ2; CTR HAD US DSND FROM FL430 TO FL410. WE SELECTED VERT SPD MODE OF DSCNT WITH A 500 FPM RATE AND SLOWLY ADJUSTED THROTTLES FOR SPD. WITHIN 2 MINS ATC CTR CLRED US FL370. WE THEN SELECTED VNAV MODE OF DSCNT WITH APPROX 2100 FPM AND ADJUSTED THROTTLES WITH A SLOW PULL BACK TO SET SPD. I PULLED THE THROTTLES BACK BUT NOT QUITE TO FLT IDLE. 10-20 SECONDS LATER THE 'R-HAND GENERATOR' ANNUNCIATOR LIGHTS UP WITH THE MASTER CAUTION AND AS I TURNED TO LOOK AT THE GENERATOR SWITCH AND AMP OUTPUT THE 'R-HAND LOW OIL PRESSURE' LIGHT COMES ON WITH THE MASTER WARNING. WE THEN LOOKED AT THE ENG GAUGES AND DETERMINED WE HAD LOST THE R-HAND ENG. MY COPLT RADIOS ATC CTR AND DECLARES AN EMER. WE ARE THEN CLRED TO FIX POINT AND 24K FT. WE PERFORM THE ENG FAILURE PRECAUTIONARY SHUTDOWN PROC TO SECURE THE ENG. WE THEN ASSESSED THE ENG PARAMETERS AND DETERMINED WE SHOULD TRY AN INFLT START. WE SLOWED THE ACFT TO 200 KTS AT 23K FT AND THEN PERFORMED A STARTED ASSIST INFLT ENG START PROC. THE START WAS SUCCESSFUL. MY COPLT THEN CALLED ATC CTR AND CANCELED THE EMER. THE APCH TO ZZZ2 WAS NORMAL WHICH MEANS THEY HAD MULTIPLE SPD AND PWR ADJUSTMENT BTWN FLT IDLE AND CRUISE SETTING. THE ENG PERFORMED NORMALLY. ADDITIONALLY; ON LNDG; WE HEARD 'LNDG GEAR' VOICE ANNUNCIATION MEANING WE HAD AN UNSAFE LNDG GEAR CONDITION. WE HEARD THAT WARNING AGAIN DURING THE TAXI IN AND OBSERVED A RED GEAR UNLOCKED ANNUNCIATOR AT THAT TIME. THE REST OF THE TAXI TO THE RAMP WAS UNEVENTFUL AND SHUTDOWN WAS NORMAL. THERE IS A RECENT HISTORY OF LNDG GEAR ACTUATORS UNLOCKING DURING TAXI DUE TO LOADS ON THE NOSE GEAR AND AT LEAST 1 INCIDENT OF A GEAR COLLAPSE IN SOUTH AFRICA. AFTER THE GEAR WARNING; I SHOULD HAVE STOPPED AND DEPLANED THE AIRPLANE AND ASKED TO HAVE THE ACFT TOWED TO PARKING. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATES THAT THIS WAS A NEW ACFT WITH LESS THAN 10 HRS. THE ENG MANUFACTURER IS SERIOUSLY INVOLVED IN TRYING TO FIND OUT THE REASON FOR THE ENG PROBS. THE START FAILURES AND INFLT SHUTDOWNS ARE PROBABLY RELATED. THE NOSE GEAR ACTUATOR AND R ENG FUEL CTL WERE CHANGED PRIOR TO A FERRY FLT BACK TO HOME BASE; WHICH WAS UNEVENTFUL.

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.