This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Cruising north from ZZZ1 at 4,500 feet MSL, I had just completed two takeoffs and landings. As we flew north (at approximately 340°), 3-5 miles south of ZZZ2, I noticed that the dash lighting had begun to dim.
Checked the amp/volt meter on the panel and noticed that voltage was at 12V and amps were reading -6.8 (from previous experience amperage runs at or close to 0 and volts run at about 28 volts). Noticed that the discharge light on the amp/voltage indicator was on.
At this point, I cycled the alternator in the hope that doing that would solve the problem. I also verified that the breaker was still in. When the alternator was cycled and turned back on, the condition remained the same.
At that point the GPS system shut off. Transponder was still functioning.
At that point ZZZ Tower was called on the radio and the situation was described. ZZZ was told that we were unaware how much power remained to run the radio. At that point ZZZ Tower told me that our radio was cutting in and out.
ZZZ was accommodating, they requested that we IDENT, they told me that they would contact ZZZ2 for us and clear all traffic for us en route to ZZZ due to our NORDO condition.
At that point we were also cleared to land on Runway XXL at ZZZ. During this time, the transponder showed an error message that it was not receiving power (or something to that effect), and I am not clear if the tower received the IDENT.
Once permission to land was received all unnecessary electrical systems (avionics, lights) were shut down to preserve any battery power needed for the radio once we neared ZZZ. Using major streets on the ground as checkpoints, we made our way to ZZZ. We flew left pattern to ZZZ and extended our downwind leg as we did not have adequate battery power to lower the flaps. On final approach attempted to turn the landing light on, however it did not come on.
My flight companion had a flashlight so that we could monitor flight conditions on the panel (altitude, heading, etc.). As we came in for the flare we could not see the runway centerline or the runway number until just above the runway (as it was dark and we had no lights). Touched down on the runway without incident.
At that point we turned on the radio and were able to communicate with ZZZ ground. Their instructions were to take any taxiway from the runway. Exited at Taxiway XX.
However, due to the closeness and the dim taxiway/runway lighting, inadvertently exited short and onto the grass separating taxiway from runway. Realized the error and my flying companion opened the window of the aircraft and used a flashlight to light up the taxiway. Using the flashlight, we were able to make our way down the taxiway until our parking area came into view.
At that point we parked the aircraft and went to the gas shack at the FBO. Reported what had occurred to the fuel personnel and told them that the aircraft should not be put into service until maintenance had examined it.
Next morning, first thing, I called the FBO and reported what had happened. They said that they had received the report from the fuel personnel and were in the process of canceling the morning’s flights on the aircraft.
I later received a call telling me that maintenance had discovered a wiring issue in the aircraft and that they were reconciling it.
Just like to take the opportunity to mention that everything was executed well, the Tower was very helpful, we flew the plane without significant incident even though we had no functional electrical system.
The only issue was that upon landing it was very difficult to negotiate the runway/taxiway due to dim lighting and faint runway paint. The fact that the runway and taxiway lights are spaced the same also led to confusion as we were trying to negotiate them in the dark.
After a difficult flight and a complicated landing, to think that negotiating the ground would be the most difficult part was stressful.
Primary Problem: Aircraft
ACN: 1840229
This is something that needs to be practiced from time to time. Simulate alternator failure (day VMC). And see how much load shedding one can do. Then simulate same thing at night. Unless you are one of the fortunate ones that have excellent night vision, seeing that runway with faded paint, can be a real problem. Remember, you can’t change the lighting illumination during this simulation. So you may be landing with no runway-taxiway lights.
Make sure you know where there is a runway that is lit continuously, because this is a real problem. And make sure you know the light gun signals. If you lose it and you are outside “B” airspace and that is the only lit place, you need to squawk 7600 at least once, so they understand.
And you may find that your GPS backup battery needs to be replaced — or that it was never fully charging because the alternator was weak. And that can be because of a failing voltage regulator.
55 years of flying I always carry a standby handheld comm and a gps. Have been in this position several times it is cheap insurance and cell phone is also a great back up
Good for you