MD-11
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Troubleshooting
Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency
Aircraft; Weather
Climbing through FL260 level 1 GEN1 OFF alert illuminated. While the First Officer was addressing the alert with the QRH; we received level 1 alert GEN 3 OFF and T/R 3 FAIL followed almost immediately by BAT DISCHARGE alert and level 2 ELEC FAULTS alert. The APU was already MEL'd out of service. As pilot flying I took the jet and the radios while the First Officer handled the numerous electrical alerts/malfunctions. The nearest large airport was approximately 80 miles away. ATIS indicated VFR conditions so we asked for immediate vectors to the nearest VFR airport. Center gave a snap vector to that airport and passed on the latest weather report. Approach gave us good short vectors to a visual approach backed up with the ILS. We asked for a brake temp check because the BTM system was completely MEL'd out of service. No hot spots were detected so we taxied clear of [the] runway and taxied to the ramp.  On and off rain passed through the departure airport prior to departure. All doors on the jet were closed when we arrived at the gate. Ramp personnel only opened doors when loading was started. The wind was blowing from the right side of the jet to the left so water was not blowing into the jet.  Because water was not entering the jet excessively we didn't suspect any future problems. On rainy days visual inspection of electrical compartments should be mandatory.
At some point in the middle of the multiple QRH procedures that I was running I was commanded to select 'Manual' on the Electrical System Control Panel; and place my SISP switch to 'AUX'. Immediately after placing my SISP to 'AUX' we received a LVL 1 'BAT DISCHARGING' along with a LVL 2 'GEN 1 OFF'. The Captain took the radios while I was finishing the QRH procedures and coordinated a divert the closest VFR airfield; which we were approximately 80NM due south of at the initiation of the divert. I finished the QRH procedures and got back on the radios approx 40NM from the airfield. Center gave us a great initial vector; and Approach vectored us West of the airfield for a right base visual backed up by the ILS. The Captain flew a stable approach to an uneventful landing. We were two hours late departing due to excessive rainfall and lightning in the area. Upon arrival at the loading spot; all exterior doors and windows were closed. The crew entrance door was only opened when a crewmember or ramp personnel needed to enter or exit the aircraft; otherwise it remained closed. The cargo door was raised by ramp personnel to start loading; and I am not certain how long it was open; but the wind and rain were striking the jet mostly on the opposite side of the fuselage to the cargo door. I suggest have Maintenance personnel visually inspect the E&E compartment prior to pushback when heavy rain is present.
At FL260; an MD11 EICAS alerted GEN 1 OFF followed by GEN 3; TR 3 and BAT DISCHARGE alerts. An emergency was declared; the QRH procedures were completed and the flight diverted to the nearest aairport.