The NTSB mandate from Congress is that all conclusions and recommendations must come after the final hearing and be voted on by the Board. The staff that prepares the preliminary reports can only provide statements of facts, not conclusions. The "salt" the report with "hints" or pathways for the reader to reach conclusions, without actually stating them.

In this case, the clues are fairly obvious. The generators were not engaged and the aircraft was operating on battery power. After a lengthy start process, the batteries were run down and various instruments and avionics, including the cockpit voice reporter, started malfunctioning. The plane owner realized what was happening and mentioned the "alternator", which was really a generator. Once they turned on the generators, the electrical systems came back online.
Basically they flew a perfectly good aircraft into the ground because their attention was directed to the electrical power issue. Here are the relevant sections from the report:

"Page 3 of 8 WPR26MA063 At 1014:05 the rear passenger made a query to the pilot regarding power to the “alternator”(NOTE: the CE-550 airplane is not equipped with an alternator). About 4 seconds later audio quality returned to previous levels on all recorded CVR audio channels. After the audio quality returned, the pilot made a comment indicating that was the “problem”, however, did not specify what the “problem” was or what actions were taken to correct it. There were no additional discussions regarding the pilot’s flight instrumentation for the remainder of the CVR recording. "

"During taxi, the pilot and the two pilot-rated passengers discussed that a thrust reverser indicator light(s) for an unspecified engine was inoperative."

"During takeoff roll, the rear passenger commented that the left engine was producing more power than the right and indicated there may have been a faulty gauge."

"he rear passenger noted a difference between the left and right engine interstage turbine temperature (ITT) indications. There were no further discussions regarding the engine instruments throughout the remainder of the CVR recording. The autopilot was either disengaged intentionally, or it disengaged independently at 1010:02.

Beginning at 1010:14 no intelligible CVR audio was captured from the left seat hot microphone and audio panel for the next 3 minutes and 55 seconds.

Starting at 1010:18, the cockpit area microphone captured the pilot making remarks indicating his altitude indicator was not working properly and that additional left side flight instruments may not have been working properly. The Garmin GTN-750 stopped recording airspeed data at1009:37 and heading data at 1010:58."

Hope that gives you a better understanding of the report process. Be safe.