Narrative:

I rented a piper arrow from an FBO at ZZZ. On the return trip; I departed ZZZ1 on IFR flight plan to ZZZ at xa:23 local. Run up was normal but during climb I noticed that the alt amp meter read zero and the jpi digital engine monitor was flashing 'batt' indicating a discharging battery. I terminated the flight and retuned to ZZZ. I called the aircrafts owner who conferenced in the aircraft's mechanic. I described what I was seeing and they told me that it was normal for that aircraft and I should ignore the jpi as it will do that if there is moisture on the wires. A zero reading on the alt amp meter means that the battery is fully charged. I should only worry if the needle deflects below 0; which would indicate a discharging battery. I argued the point that I thought alt amp meters gave total amps being demanded from the system; but the mechanic ensured me that wasn't the case and that only occurs when the battery is charging. Once battery is fully charged; the meter will read close to 0. Accepting that the aircraft's owner and mechanic know the plane much better than I; I refiled the flight plan and departed ZZZ at xb:30 local. Again; run up was normal and the proper loads that I would expect on the meter were present. During climb; I saw the same 0 reading and the jpi flashing 'batt' again. I continued the flight. I entered IMC xc:20 local. About 30 minutes later; the radios blanked out. I recycled the alternator and they came back for a brief moment than blanked out again. It was at that moment I realized that I had an electrical failure. I used my portable handheld transceiver to communicate with ATC and declare an emergency. I had no navigation equipment to fly the VOR approach into ZZZ. ATC vectored me to the airport and cleared me for a contact approach. Below 2000 feet I could see the ground and followed [the highway] to the airport. Contacting the tower on the handheld I was cleared to land. With the low power setting of the approach the alternator kicked back on and I was able to lower the gear normally. Once on the ground; the alternator and electrical was normal. Perhaps the higher RPM overloaded the voltage regulator. In hind sight; I should have trusted my knowledge of the instrument and had a mechanic at ZZZ1 check out the plane. Failing that; I should have remained in VFR conditions and landed at [at nearby airports] which were still VFR at the time. One other option was once the radios did fail in IMC; I could have reversed course and returned to VFR conditions. Luckily; I thought enough to bring a handheld transceiver.

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Original NASA ASRS Text

Title: PA28 pilot noticed that the Alt Amp meter read zero and the JPI digital engine monitor was flashing 'BATT' indicating a discharging battery; and returns to the departure airport. The aircraft owner and his Mechanic are contacted and they state this indication is normal. After the next takeoff the same indications are noted and 30 minutes after entering IMC all power is lost. A Handheld VHF is used to communicate with ATC and the ceiling is sufficiently high to allow a contact approach at destination.

Narrative: I rented a Piper Arrow from an FBO at ZZZ. On the return trip; I departed ZZZ1 on IFR flight plan to ZZZ at XA:23 local. Run up was normal but during climb I noticed that the Alt Amp meter read zero and the JPI digital engine monitor was flashing 'BATT' indicating a discharging battery. I terminated the flight and retuned to ZZZ. I called the aircrafts owner who conferenced in the aircraft's mechanic. I described what I was seeing and they told me that it was normal for that aircraft and I should ignore the JPI as it will do that if there is moisture on the wires. A zero reading on the alt amp meter means that the battery is fully charged. I should only worry if the needle deflects below 0; which would indicate a discharging battery. I argued the point that I thought alt amp meters gave total amps being demanded from the system; but the mechanic ensured me that wasn't the case and that only occurs when the battery is charging. Once battery is fully charged; the meter will read close to 0. Accepting that the aircraft's owner and mechanic know the plane much better than I; I refiled the flight plan and departed ZZZ at XB:30 local. Again; run up was normal and the proper loads that I would expect on the meter were present. During climb; I saw the same 0 reading and the JPI flashing 'Batt' again. I continued the flight. I entered IMC XC:20 local. About 30 minutes later; the radios blanked out. I recycled the alternator and they came back for a brief moment than blanked out again. It was at that moment I realized that I had an electrical failure. I used my portable handheld transceiver to communicate with ATC and declare an emergency. I had no navigation equipment to fly the VOR approach into ZZZ. ATC vectored me to the airport and cleared me for a contact approach. Below 2000 feet I could see the ground and followed [the highway] to the airport. Contacting the tower on the handheld I was cleared to land. With the low power setting of the approach the alternator kicked back on and I was able to lower the gear normally. Once on the ground; the alternator and electrical was normal. Perhaps the higher RPM overloaded the voltage regulator. In hind sight; I should have trusted my knowledge of the instrument and had a mechanic at ZZZ1 check out the plane. Failing that; I should have remained in VFR conditions and landed at [at nearby airports] which were still VFR at the time. One other option was once the radios did fail in IMC; I could have reversed course and returned to VFR conditions. Luckily; I thought enough to bring a handheld transceiver.

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.