A be-90 developed electrical smoke after takeoff; so the pilot in IMC deviated from his clearance; c...

Narrative:

I had just delivered cargo and was departing on a single pilot part 91 flight home. I obtained my IFR clearance through FAA radio which was 'direct' to my destination. I departed the airport using runway 12. The following was the current metar: speci kzzz 281622Z automatic 09026g32kt 1 3/4SM -RA br OVC004 08/07 A2937 rmk AO2 pk wnd 09034/1608 RAB20. As I was climbing through 200 feet AGL I smelled and viewed what I deemed to be electrical smoke in the aircraft. After turning off all non-essential electrical items I communicated my emergency over CTAF to an aircraft waiting to depart behind me; as well as letting them know I would be returning to the field immediately. As I was climbing through approximately 2;500 feet MSL I attempted to contact center while squawking 7700. I am familiar with the airport's local area and knew that radio and radar coverage was poor so I continued the climb in order to establish communications as well as get above the 3;000 feet MSA. At the same time I deviated from my assigned course to vector myself toward the ILS for runway 12. After reaching 3;500 feet MSL (the glideslope intercept altitude for the ILS) I was able to communicate with center. I stated my emergency and requested vectors for the ILS. Center was unable to provide vectors unless I was able to climb further for radar coverage. In the interest of time and safety I declined; informing them I would vector myself at 3;500 feet MSL on to the approach. After flying the approach and landing I taxied to the ramp; as the smoke had dissipated through the short flight. In summary; I deviated from my IFR route and altitude clearances to meet the needs of my emergency. I feel that these deviations were necessary to ensure the safety of my flight by getting the aircraft on the ground as quickly as possible.

Original NASA ASRS Text

Title: A BE-90 developed electrical smoke after takeoff; so the pilot in IMC deviated from his clearance; climbed to the ILS glideslope intercept altitude; communicated with ATC and landed at the departure airport.

Narrative: I had just delivered cargo and was departing on a single pilot Part 91 flight home. I obtained my IFR clearance through FAA Radio which was 'direct' to my destination. I departed the airport using Runway 12. The following was the current METAR: SPECI KZZZ 281622Z AUTO 09026G32KT 1 3/4SM -RA BR OVC004 08/07 A2937 RMK AO2 PK WND 09034/1608 RAB20. As I was climbing through 200 feet AGL I smelled and viewed what I deemed to be electrical smoke in the aircraft. After turning off all non-essential electrical items I communicated my emergency over CTAF to an aircraft waiting to depart behind me; as well as letting them know I would be returning to the field immediately. As I was climbing through approximately 2;500 feet MSL I attempted to contact Center while Squawking 7700. I am familiar with the airport's local area and knew that radio and radar coverage was poor so I continued the climb in order to establish communications as well as get above the 3;000 feet MSA. At the same time I deviated from my assigned course to vector myself toward the ILS for Runway 12. After reaching 3;500 feet MSL (the glideslope intercept altitude for the ILS) I was able to communicate with Center. I stated my emergency and requested vectors for the ILS. Center was unable to provide vectors unless I was able to climb further for radar coverage. In the interest of time and safety I declined; informing them I would vector myself at 3;500 feet MSL on to the approach. After flying the approach and landing I taxied to the ramp; as the smoke had dissipated through the short flight. In summary; I deviated from my IFR route and altitude clearances to meet the needs of my emergency. I feel that these deviations were necessary to ensure the safety of my flight by getting the aircraft on the ground as quickly as possible.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1168080
Time
Date	201404
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	King Air C90 E90
Operating Under FAR Part	Part 91
Flight Phase	Initial Climb Climb Landing
Route In Use	Direct
Flight Plan	IFR
Component
Aircraft Component	Electrical Power
Person 1
Function	Captain Pilot Flying Single Pilot
Qualification	Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 5200 Flight Crew Type 4000
Events
Anomaly	Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance Deviation - Track / Heading All Types Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

A be-90 developed electrical smoke after takeoff; so the pilot in IMC deviated from his clearance; climbed to the ILS glideslope intercept altitude; communicated with ATC and landed at the departure airport.