PA31T PILOT REPORTS HIGH TURBINE TEMPERATURE AND SUCCESSFUL ENGINE SHUTDOWN; WITH SECONDARY ELECTRICAL FAILURES RESULTING IN TOTAL ELECTRICAL FAILURE AND DIVERSION TO VMC AIRPORT.

Narrative

I WAS ON AN IFR FLT PLAN FROM ZZZ. THE R ENG INTER-STAGE TURBINE TEMP (ITT) WAS READING A LITTLE HOT. I THEN PULLED BACK THE PWR LEVER TO REDUCE THE TEMP. THE TEMP REMAINED HIGH. I CONTACTED CTR AND REQUESTED A CLRNC BACK TO ZZZ. I TURNED AROUND TO RETURN TO ZZZ AFTER GETTING CLRNC. THE ITT CONTINUED TO CLB; SO I DID A PRECAUTIONARY SHUTDOWN OF THE R ENG. DURING THIS EVENT THE L ENG GENERATOR WENT OFF LINE WHILE I WAS TRYING TO REDUCE THE ELECTRICAL LOAD. I ATTEMPTED TO GET THE GENERATOR BACK ON LINE WITH NO SUCCESS AND WAS FLYING AT NIGHT WITH THE ACFT BATTERY ONLY. WHILE I ATTEMPTED TO CONTACT CTR THE BATTERY WENT DEAD. NOW I HAVE NO RADIO CONTACT. I DEVIATED FROM THE ASSIGNED ALT BY +/-600 FT WHILE PERFORMING THESE PROCS. KNOWING THAT THE LCL AREA HAD OVCST WX CONDITIONS; AND CONSIDERING MY EMER SITUATION; I MAINTAINED VFR STATUS AND DIVERTED TO ZZZ1 WHERE WX CONDITIONS WERE CLR WITH GOOD VISIBILITY; AND THE RWYS ARE LONG AND BRIGHTLY LIGHTED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE ACFT DEPARTED IN ICING CONDITIONS AND ALL ANTI-ICE SYSTEMS WERE OPERATING AT THE TIME THE ENGINE WAS SHUT DOWN AND WERE NOT TURNED OFF BEFORE AN OVERLOAD OCCURRED. A HAND-HELD GPS UNIT WAS USED TO NAVIGATE TO THE DIVERSION ARPT AND PERFORMED FLAWLESSLY. POST FLIGHT INSPECTION REVEALED A MECHANICAL FAILURE OF THE FUEL CONTROL HAD OCCURRED PRODUCING MAX POWER FUEL FLOW AND THEN SOME.