Date: 201310
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: DC Generator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Descending through 11;000 feet on approach....  One of the flight attendants called up to the flight deck and the First Officer was talking to her on the intercom.  We had not yet run the in-range below the line check for sterile cockpit since we were still above 10;000 feet.  At that time the GEN 2 OFF EICAS message annunciated.  The QRH procedure for GEN 1(2) OFF calls for the affected generator switch to be selected to OFF/RESET then back on.  I was the Pilot Flying and since the First Officer was talking the with the Flight Attendant on the intercom and  we were in clear; VMC fight conditions I reached up to reset the Number 2 generator.  I inadvertently grabbed the GEN 1 switch instead of the GEN 2 switch.  As soon as I lifted the GEN 1 switch out of its on position detent I realized I had inadvertently grabbed the wrong generator switch.  I immediately returned the GEN 1 switch back to the on position detent but apparently the GCU had already taken GEN 1 off line. The aircraft sensed it had experienced a total loss of electrical power and auto-deployed the Air Driven Generated (ADG).  I had flown ADG deploy test flights in past years so I knew what to expect for the short remainder of the flight.  After determining that the aircraft had full electrical power from GEN 1 and the ADG and re-engaging the autopilot which had disconnected with the ADG deploy; I called for the QRH procedure for GEN 2 OFF. The generator would not reset.  We ran the remainder of the in-range checklist and continued the brief remainder of the flight and made a normal visual approach and landing without further incident. There is no QRH checklist for ADG deploy so no further action was taken.  No emergency was declared and we briefed the flight attendants before landing that other than the obvious loud noise the ADG was producing that it would be a normal approach and landing. I should have waited for the First Officer to finish his conversation with the Flight Attendant and called for the QRH procedure to attempt to reset the GEN 2 failure. My overconfidence in knowing the QRH procedure by memory and flying in clear; VMC conditions led me to inadvertently grab the wrong generator switch and compound a very simple situation increasing the work load for both the first officer and myself. Two sets of eyes looking at the correct generator switch to reset would have prevented this situation from occurring. I will no longer rely on memory and will not act alone in even the simplest of abnormalities in the future. There simply is no excuse for not following established abnormal procedures.




Synopsis: After experiencing a Gen 2 OFF EICAS message; CRJ-900 Captain inadvertently secured the Number 1 Generator without using a checklist or enlisting the aid of the First Officer who was conversing with the cabin. ADG deployed and aircraft landed without further incident.