CL60 flight crew reported both generators were left off after engine start with subsequent loss of all AC power during climb when APU was shut down. Flight returned to departure airport.
Synopsis
CL60 flight crew reported both generators were left off after engine start with subsequent loss of all AC power during climb when APU was shut down. Flight returned to departure airport.
Narrative
After loading up passengers for flight from ZZZ to ZZZ1 where I would be acting Second-in-Command; we began our first engine start and then followed with the after start checklist. We were then advised of a 30min gate hold so decided to shut down the engines to conserve fuel. Upon getting clearance to start we started the engines a second time and subsequently followed with the after start checklist again before requesting taxi. For the first item on the after start checklist I said 'Generators 1 and 2' which the Captain replied with the appropriate action 'Test and On'.After an hour taxi we made it to the runway and we were cleared for takeoff. On departure after checking in with Departure Control I followed the after take off checklist. Upon securing the APU we had lost all aircraft power and subsequently heard our Air Driven Generator deploy. It was at this moment that I leaned forward to look at our aircraft power panel and saw that the Generator 1 and 2 switches were in the off position. I notified the Captain that they were off and he called for the appropriate checklists in the QRH. After running the checklists for a dual generator failure we were able to get both generators back on line. While running the checklists for dual generator failure the Captain instructed me to request priority handling with ATC and request delayed vectors while we get our issue under control; which I did. After getting both generators on line we decided to run the landing performance data to see if we could go back to ZZZ. I used the QRH to ascertain approach speeds and landing distance for our current weight and landing conditions and determined that the active runway; Runway XX at ZZZ; would safely suit our needs.It was at this time I notified ATC we were ready to go back to ZZZ and requested the current weather conditions. I ran our in range checklist while they gave us vectors to the final approach course for the ILS RWY XX and then proceeded with our landing checklist. We proceeded inbound and the Captain made a safe landing where we then taxied back to the FBO where we originally started our flight. What went wrong? The Captain and I both failed to realize that the Generator 1 and 2 switches were left in the off position. We both felt somewhat rushed since we were running late for this flight. We should have slowed things down and I should have personally verified that his checklist actions were complete. What went right? Upon the initial drop of the ADG (Air Driven Generator) we were both quick to realize what the problem was that caused it. My Captain and I both acted quickly and calmly to get the situation under control and did everything possible to assure a safe return for us and our passengers. During this event my Captain kept his focus on safely operating the aircraft while I communicated with ATC; ran appropriate checklists and determined our performance data was appropriate for returning to ZZZ. Since we reacted to the situation professionally; our passengers didn't realize that we were experiencing a problem.
Second reporter narrative
After engine start; we were notified of a 30 min gate hold. I shut the engines down and personally advised the passengers of the delay.After we were cleared to start; we taxied to Runway XX; with the taxi taking an hour. After takeoff; the SIC (second in command) completed the after takeoff checklist in accordance with company SOP's and checklist. Upon turning off the APU Generator; we lost all aircraft power; and the Air Driven Generator deployed as designed. (This all happened within 2 seconds of securing the APU). At that point; we realized the engine driven generator 1&2 switches were in the off position that I had failed to bring them online. I asked the SIC to request priority handling; and advise ATC that we needed to return to ZZZ.ATC gave radar vectors; giving us time to perform the appropriate checklists in. We returned to the field with recalculated FMS data and a hand flown ILS was performed to Runway XX; to complete a safe landing for our passengers and aircraft.What went wrong? In my haste to depart on an already late flight with passengers on board; I failed to correctly follow the after start checklist; and left the engine driven generators in the off position.What went right? Once the situation became clear; the checklist was followed; by the SIC and me as per our training. Other than the excessive noise (from the ADG) and extreme heat; the passengers were virtually unaware of the event. We kept cockpit discipline at a high level. The SIC was professional and correct in his duties.What did I learn? Although passenger schedule continuity is important; safety is paramount. In the future I will slow down and take my time.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.