Narrative:

Enroute in VMC conditions on an IFR flight to oak at 10;000 MSL my efi indicated that I had an electrical problem. I elected to cancel IFR with oakland center and troubleshoot while returning to my origin. After I had canceled IFR and indicated that I was descending to the VFR altitude of 9;500 MSL oakland center asked why I had canceled. I responded that I had an electrical problem; but required no assistance. Troubleshooting indicated that I seemed to have an alternator failure that would not reset. By the time I had finished trouble shooting I realized that I had not heard from center in a while. I called center with no response. I tried several other frequencies with no response. Since I was loosing power and seemed to not have enough electrical power to transmit/receive; but still enough to power my efi's and GPS; I shut down non-essential equipment and continued to transmit in the blind. Even though I was VFR and not required to talk to anyone I had been receiving flight following by oakland center and wanted them to know I was alright. Eventually my secondary efi went offline. At that point I decided to shut down all electrical equipment and keep whatever electrical power I had left for the end of my flight. Since I was VFR and planned to remain in class east airspace I did not need communication. I did want to have my transponder available for the lax 30 mile veil. I also hoped to have enough power to run my trim and flaps for landing. I used my analog gauges; ipad with foreflight; and a backup ai with its own built-in battery to navigate back. I realized that I might be able to reach TRACON via my iphone and bluetooth headset and at least let oakland center know I was not in trouble. I did get hold of them on the phone and after several dropped calls managed to let them know what was going on; how I intended to proceed; and get them to agree to contact oakland center for me. I agreed to call back when safe on the ground. I navigated back remaining in class east airspace the entire time. I brought my depleted battery on line every 15 minutes to check my engine instruments. Prior to entry into the lax 30 mile veil I activated my transponder and changed my squawk to VFR. When within a couple of miles of destination I was able to receive on the number 1 radio. I made an uneventful landing and called TRACON to let them know I was safely on the ground.

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Original NASA ASRS Text

Title: RV7 pilot experiences an alternator failure on an IFR flight plan in VMC and elects to cancel IFR and return to the departure airport.

Narrative: Enroute in VMC conditions on an IFR flight to OAK at 10;000 MSL my EFI indicated that I had an electrical problem. I elected to cancel IFR with Oakland Center and troubleshoot while returning to my origin. After I had canceled IFR and indicated that I was descending to the VFR altitude of 9;500 MSL Oakland Center asked why I had canceled. I responded that I had an electrical problem; but required no assistance. Troubleshooting indicated that I seemed to have an alternator failure that would not reset. By the time I had finished trouble shooting I realized that I had not heard from Center in a while. I called Center with no response. I tried several other frequencies with no response. Since I was loosing power and seemed to not have enough electrical power to transmit/receive; but still enough to power my EFI's and GPS; I shut down non-essential equipment and continued to transmit in the blind. Even though I was VFR and not required to talk to anyone I had been receiving flight following by Oakland Center and wanted them to know I was alright. Eventually my secondary EFI went offline. At that point I decided to shut down all electrical equipment and keep whatever electrical power I had left for the end of my flight. Since I was VFR and planned to remain in Class E airspace I did not need communication. I did want to have my transponder available for the LAX 30 mile veil. I also hoped to have enough power to run my trim and flaps for landing. I used my analog gauges; Ipad with Foreflight; and a backup AI with its own built-in battery to navigate back. I realized that I might be able to reach TRACON via my IPhone and bluetooth headset and at least let Oakland Center know I was not in trouble. I did get hold of them on the phone and after several dropped calls managed to let them know what was going on; how I intended to proceed; and get them to agree to contact Oakland Center for me. I agreed to call back when safe on the ground. I navigated back remaining in Class E airspace the entire time. I brought my depleted battery on line every 15 minutes to check my engine instruments. Prior to entry into the LAX 30 mile veil I activated my transponder and changed my squawk to VFR. When within a couple of miles of destination I was able to receive on the Number 1 radio. I made an uneventful landing and called TRACON to let them know I was safely on the ground.

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.