Narrative:

While returning from the bahamas at about 60-80nm from fpr; the customs airport where I must land or face severe legal action; I had a total electrical failure. I was able to navigate for a while using foreflight on an ipad. At about 25-30 miles from the airport the ipad quit. I had managed to squawk 7600 for several minutes using a recovered battery before that died. I had no idea if anyone knew I was coming into fpr. I approached the airport and flew a left hand pattern; right side upwind to 28L looking for traffic and light signals from the tower. No light signals were observed at any time during this entire incident. Seeing no light signals; in the interest of safety; I elected to land on 28R; a runway that appeared to be for training purposes. It appeared to have a taxiway which would take me to the main airport without having to cross any runways. Having no navigation equipment left; I could not discern that what appeared to be a taxiway; was not open to aircraft.I did this to not endanger anyone in the pattern of the main airport; although I did not observe anyone in the air. When I landed; I discovered that there was no taxiway to the main part of the airport. The entire area was fenced and what appeared to be a taxiway was for ground vehicles and had a gate across it which prevented me from leaving the area if I shut my aircraft down and walked to the main airport. If I had shut down; I would not been able to start the airplane because the battery was totally depleted. I taxied back to the east end of the runway and once again looked to the tower for some sign of recognition that they knew I was there and were sending help. No light signals were observed from the tower. I really believed that I was in danger of exposure if I remained in this isolated area and had to take off. I had more than an hour of fuel onboard; according to my calculations and observing the fuel gauges before power loss. After that I had only basic flight instruments. I took off from 28R and after checking that there was no traffic on 28L or anyone lining up for takeoff; I made a tight left hand pattern and landed downwind on 10R to get on the ground as soon as possible and cleared the runway. At no time was there any conflict or danger to any other aircraft. Apparently the tower did make someone on long final for 28R go around; which had no landing light on while on final approach.upon leaving the runway and when safely on a taxiway; I faced the tower to see if I could get some recognition and help. After several minutes still with no lights or follow me truck I taxied down the parallel to 14-32; stopped; looked both ways and crossed 14-32; which was not being used; to customs and immigration. Finally an airport vehicle showed up at customs and instructed me to call the tower. If it weren't for the fact that customs and border protection (cpb) could have fined me or charged me with a criminal offense for landing at another airport; I would have found an uncontrolled airport to land. There I would have done what I did at fpr; looked for traffic and landed. I had an emergency situation with no radios; no navigation; and a dead cell phone which was impossible to hear over engine noise; even if it had enough battery to function. The absurdity of initially being trapped on the north side of the airport with no indication that the tower had seen me land; led me to believe I might be in a real survival situation on the ground after successfully finding fpr and landing. That was the only motive for taking off again and landing on 10R. I used great caution in taxiing to customs. During this entire incident I used caution to not conflict with any other aircraft.incidentally; when the follow me truck appeared at the customs ramp; I asked the customs man if I could deal with the airport first; and he gave me permission while he inspected my aircraft. I had to use the driver's phone to talk to the tower manager. Later I got enough charge onmy cell to talk to the tower manager when he called again. This was a very unusual situation precipitated by the fact that there are no taxiways to the 10L-28R runway and the fact that I received no signals from the tower; although they said they were sending light signals. I elected; again in the interest of safety; to land on 10R; the runway right in front of me rather than climbing back up into the pattern and risk causing a conflict situation.

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Original NASA ASRS Text

Title: PA32 pilot reported landing at FPR after total electrical failure with no radio contact and no light signals from the Tower.

Narrative: While returning from the Bahamas at about 60-80nm from FPR; the customs airport where I must land or face severe legal action; I had a total electrical failure. I was able to navigate for a while using ForeFlight on an iPad. At about 25-30 miles from the airport the iPad quit. I had managed to squawk 7600 for several minutes using a recovered battery before that died. I had no idea if anyone knew I was coming into FPR. I approached the airport and flew a left hand pattern; right side upwind to 28L looking for traffic and light signals from the tower. No light signals were observed at any time during this entire incident. Seeing no light signals; in the interest of safety; I elected to land on 28R; a runway that appeared to be for training purposes. It appeared to have a taxiway which would take me to the main airport without having to cross any runways. Having no navigation equipment left; I could not discern that what appeared to be a taxiway; was not open to aircraft.I did this to not endanger anyone in the pattern of the main airport; although I did not observe anyone in the air. When I landed; I discovered that there was no taxiway to the main part of the airport. The entire area was fenced and what appeared to be a taxiway was for ground vehicles and had a gate across it which prevented me from leaving the area if I shut my aircraft down and walked to the main airport. If I had shut down; I would not been able to start the airplane because the battery was totally depleted. I taxied back to the east end of the runway and once again looked to the tower for some sign of recognition that they knew I was there and were sending help. No light signals were observed from the tower. I really believed that I was in danger of exposure if I remained in this isolated area and had to take off. I had more than an hour of fuel onboard; according to my calculations and observing the fuel gauges before power loss. After that I had only basic flight instruments. I took off from 28R and after checking that there was no traffic on 28L or anyone lining up for takeoff; I made a tight left hand pattern and landed downwind on 10R to get on the ground as soon as possible and cleared the runway. At no time was there any conflict or danger to any other aircraft. Apparently the tower did make someone on long final for 28R go around; which had no landing light on while on final approach.Upon leaving the runway and when safely on a taxiway; I faced the tower to see if I could get some recognition and help. After several minutes still with no lights or follow me truck I taxied down the parallel to 14-32; stopped; looked both ways and crossed 14-32; which was not being used; to Customs and Immigration. Finally an airport vehicle showed up at Customs and instructed me to call the tower. If it weren't for the fact that Customs and Border Protection (CPB) could have fined me or charged me with a criminal offense for landing at another airport; I would have found an uncontrolled airport to land. There I would have done what I did at FPR; looked for traffic and landed. I had an emergency situation with no radios; no navigation; and a dead cell phone which was impossible to hear over engine noise; even if it had enough battery to function. The absurdity of initially being trapped on the north side of the airport with no indication that the tower had seen me land; led me to believe I might be in a real survival situation on the ground after successfully finding FPR and landing. That was the only motive for taking off again and landing on 10R. I used great caution in taxiing to customs. During this entire incident I used caution to not conflict with any other aircraft.Incidentally; when the follow me truck appeared at the Customs ramp; I asked the Customs man if I could deal with the airport first; and he gave me permission while he inspected my aircraft. I had to use the driver's phone to talk to the tower manager. Later I got enough charge onmy cell to talk to the tower manager when he called again. This was a very unusual situation precipitated by the fact that there are no taxiways to the 10L-28R runway and the fact that I received no signals from the tower; although they said they were sending light signals. I elected; again in the interest of safety; to land on 10R; the runway right in front of me rather than climbing back up into the pattern and risk causing a conflict situation.

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.