Narrative:

En-route while climbing IMC through 14;500 feet to my final altitude of 16;000 feet I experienced an electrical failure. I called ATC; advised them of the failure. I initially was given a vector to ZZZ; continued my climb; broke out at 15;000 feet. I leveled off at 15;000 feet VFR on top; and could see that the overcast layer I had been in was turning to a broken layer over ZZZ and beyond. I performed the emergency checklist and tried unsuccessfully to reset the electrical system. Upon reaching ZZZ I advised ATC that I would proceed to ZZZ1 because of maintenance facilities there and turned off the electrical system. I proceeded in that direction for approximately 5-6 minutes and decided that I would return to ZZZ and land. I turned the radio and transponder back on and advised ATC of decision. Circling over ZZZ in broken conditions I was advised that I was cleared for a visual approach to land at ZZZ and given a phone number to call after landing. I performed the before landing checklist; lowered the landing gear; again turned the master off and started my descent. I descended from 15;000 in VFR conditions through a broken layer. The bases were at approximately 9;000 feet. I referenced my ipad that was connected to my stratus receiver that has inflight weather and determined that it would be VFR all the way to ZZZ2. I then elected to proceed to ZZZ2 at 8;500 ft which I did. VFR all the way. I decided that I would leave the gear down and save the battery for the flaps and not to contact ATC with the aircraft radio. Enroute to ZZZ2 I tried to contact ATC with my hand held radio and cell phone to no avail. Within the vicinity of ZZZ using my hand held to communicate with another aircraft that was departing and sequenced myself into the traffic pattern. I entered the traffic pattern at ZZZ2; lowered the flaps; and landed without incident. Within two minutes of shutting down ATC called me on my cell and advised me they were looking for me and I told them what happened.my pre-flight planning indicated that the forecast weather would be VFR west ward of ZZZ and the actual weather lived up to the forecast. Having a hand held radio; ipad; and status receiver gave me adequate back up for this situation. I had just done an ipc the week before in my aircraft and was ready for an electrical failure in IMC. The previous month I completed a systems course with the cessna pilots association for my aircraft. That course gave me real insight into how long the battery would last in an electrical failure scenario. In retrospect; I should have used the aircraft radio to contact ATC to inform them that I was proceeding to ZZZ2 so they did not initiate a search; but also to alleviate the worry the folks at ATC experienced.

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Original NASA ASRS Text

Title: C210 pilot experiences electrical failure while climbing in IMC to 16;000 feet and advises ATC. The climb is stopped at 15;000 feet in VMC and the decision to divert to a VMC airport is made; then changed; then changed again and ATC is advised. A different diversion airport (third choice; 100 NM) is chosen when it is determined that VMC can be maintained but ATC is not advised until after landing.

Narrative: En-route while climbing IMC through 14;500 feet to my final altitude of 16;000 feet I experienced an electrical failure. I called ATC; advised them of the failure. I initially was given a vector to ZZZ; continued my climb; broke out at 15;000 feet. I leveled off at 15;000 feet VFR on top; and could see that the overcast layer I had been in was turning to a broken layer over ZZZ and beyond. I performed the emergency checklist and tried unsuccessfully to reset the electrical system. Upon reaching ZZZ I advised ATC that I would proceed to ZZZ1 because of maintenance facilities there and turned off the electrical system. I proceeded in that direction for approximately 5-6 minutes and decided that I would return to ZZZ and land. I turned the radio and transponder back on and advised ATC of decision. Circling over ZZZ in broken conditions I was advised that I was cleared for a visual approach to land at ZZZ and given a phone number to call after landing. I performed the before landing checklist; lowered the landing gear; again turned the master off and started my descent. I descended from 15;000 in VFR conditions through a broken layer. The bases were at approximately 9;000 feet. I referenced my iPad that was connected to my Stratus receiver that has inflight weather and determined that it would be VFR all the way to ZZZ2. I then elected to proceed to ZZZ2 at 8;500 FT which I did. VFR all the way. I decided that I would leave the gear down and save the battery for the flaps and not to contact ATC with the aircraft radio. Enroute to ZZZ2 I tried to contact ATC with my hand held radio and cell phone to no avail. Within the vicinity of ZZZ using my hand held to communicate with another aircraft that was departing and sequenced myself into the traffic pattern. I entered the traffic pattern at ZZZ2; lowered the flaps; and landed without incident. Within two minutes of shutting down ATC called me on my cell and advised me they were looking for me and I told them what happened.My pre-flight planning indicated that the forecast weather would be VFR west ward of ZZZ and the actual weather lived up to the forecast. Having a hand held radio; iPad; and Status receiver gave me adequate back up for this situation. I had just done an IPC the week before in my aircraft and was ready for an Electrical Failure in IMC. The previous month I completed a systems course with the Cessna Pilots Association for my aircraft. That course gave me real insight into how long the battery would last in an Electrical Failure scenario. In retrospect; I should have used the aircraft radio to contact ATC to inform them that I was proceeding to ZZZ2 so they did not initiate a search; but also to alleviate the worry the folks at ATC experienced.

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.