Narrative:

I performed a preflight inspection; and found nothing unusual. Upon attempting to start the engine; the battery did not seem to have enough cranking power. I assumed this was due to the cold weather; and requested a gpu jump start from the FBO. On the second attempt; the engine started; and the gpu was disconnected.I continued my after starting-engine check-list (and put my cellular phone in airplane mode); and all seemed normal. I made it a special point to check the ammeter; and it appeared to be charging slightly. I also have a 'cigar lighter' usb charger/voltmeter that I use as a secondary reference to the battery health; and I remember it being around 13 volts (which seemed normal from past experiences).I received my IFR clearance; performed my run-up; and proceeded for normal flight. I departed from ZZZ.departure began normally; I was handed off from ZZZ tower to ZZZ departure while climbing to 8000. I was then handed off to [new departure frequency] had been told to climb maintain 9000. ZZZ departure instructed me to climb maintain 13;000 feet. I initiated my climb and keyed my mic to read-back my instruction. As I keyed the mic; my #1 radio (a garmin 430W) went out. I switched my panel to my #2 radio and tuned it; I heard ZZZ approach repeating my climb instruction. I again keyed my mic to confirm with a read-back; and the #2 radio (garmin SL-30) went out. I reached for my handheld and attempted to make call out to ZZZ departure; but my attempted failed. I powered off the hand-held to conserve battery when I realized that I was unable to transmit for anyone to reach me. I cycled the power on each radio; as well as the radio master in attempts to re-establish communications. None of my efforts worked. The transponder (garmin gtx-345) failed to come back up after one of the power cycles. I then left the power off to the avionics for a couple minutes and turned off all but the transponder with hopes that when turning back on the transponder would have enough power to send a signal. After various attempts; the transponder did come up; and I squawked 7600; and the transponder cut back out.I reverted to training (that I remembered); and that was to fly my assigned clearance. Being my last instruction was to climb and maintain 13;000; and that was my filed altitude. I leveled off at 13;000. I turned on my oxygen tank about 15 minutes after crossing 12;500 feet - and maintained oxygen flow for the remainder of the flight. I proceeded navigating with my ipad and its built-in GPS. At ZZZ VOR; I turned direct to ZZZ1.as has been instilled in me; aviate; navigate and communicate - I established that the aircraft was safe to continue flight; with the noted electrical issue so I flew it. I navigated with the ipad; and established course heading to maintain for the remainder of the flight to ZZZ1. I then decided to attempt to communicate with my cellular phone; so I turned off the 'airplane mode.' note; I included my cell phone number in comments of the flight plan when it was filed.[later] I noticed that I received a voice mail message; the message from ZZZ TRACON stated that they saw I was on my flight plan route at 13;000; and that I was out of their airspace; their concern was the busier airspace near ZZZ1; they asked for a call-back. I was able to have strong enough signal at the time I read the message to make an outgoing call. I called ZZZ center at the number provided. Informed them that I was following my clearance and intended to continue to ZZZ1 at 13;000. I provided a position report and advised of the electrical issue. I also reported that the conditions were VMC. I was told to call ZZZ TRACON upon landing. Additionally; I requested the phone number for ZZZ1 ATC (and was provided tower phone number).I received a voice message from ZZZ1 center advising that I would be entering a MOA and to call them. As soon as I was able to get a call out; I did call them. I gave them a position reportand confirmed that I would maintain 13;000 within 100 feet.ZZZ1 center called and left me a few messages that they lost radar and when they picked it up again and an additional position report request. The last of their messages requested that I maintain 13000. They provided the call-back number. I made several attempts to communicate with them; however the cellular signal did not allow the call to go through. There was one point where I had brief communications and was able to get a position report to them.I continued my flight directly to ZZZ1. Within 10 miles of ZZZ1; I was unable to get cellular signal to call tower. I used my handheld to get the ATIS information left; and then switched to tower frequency. When within about 4 miles (at 13;000 feet) I was able to contact tower using the handheld; but it was broken. I copied that I was cleared to land runway 1. I needed to lose 12;500 feet of altitude. I crossed midfield and started my descent over a right-pattern for runway 1; applied a forward slip to lose more altitude quicker. Continued a right-pattern; and crossed the runway threshold around 6000. I made 1 more right pattern to lose the remaining altitude; and during that time; I heard tower advise me that I was cleared to land any runway. I made a normal landing on runway 1; taxied off where emergency vehicles were awaiting me.I taxied to the FBO; parked; and shut down the aircraft. I then noticed I had an additional call from ZZZ1 approach asking me to call. Once the aircraft was secured I called ZZZ1 approach; and we discussed what happened. Then I called ZZZ TRACON (per request from initial communication with ZZZ center via phone); and they asked me why I didn't squawk 7600 immediately. I explained that I attempted to cycle the radios first.I asked the FBO's mechanic to check the electrical system before I used the aircraft again. I was informed that the alternator was generating 12.6 volts; while it should be above 13. He recharged the battery; but his belief is that over time it has been slowly discharging because the alternator was not producing enough to support all the avionics. The alternator was last replaced with a new one on [late] 2015.after landing; I was reminded that the IFR lost communications procedure in VMC is to land at the earliest practicable airport. I believe that turning back to the ZZZ area would have been more dangerous without communications. I could have landed at ZZZ2; or many other airports along the route; but I kept them in mind if I needed to deviate for a more serious emergency. Being my mind stuck in the mantra of aviate; navigate; communicate - I was focused on safely flying the aircraft; assuring that my navigation (with the ipad) was accurate; and attempting to communicate with ATC facilities via phone.I believe that I did the best that I could with the resources available to me; however I do understand that it may have caused undue burden on ATC facilities.

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Original NASA ASRS Text

Title: C172 pilot experienced an alternator failure and lost comms on an IFR flight in VMC and elected to continue to destination. During a phone call with ATC he was reminded that in VMC he should landed at a suitable airport and not continue all the way to destination.

Narrative: I performed a preflight inspection; and found nothing unusual. Upon attempting to start the engine; the battery did not seem to have enough cranking power. I assumed this was due to the cold weather; and requested a GPU Jump Start from the FBO. On the second attempt; the engine started; and the GPU was disconnected.I continued my after starting-engine check-list (and put my cellular phone in Airplane Mode); and all seemed normal. I made it a special point to check the ammeter; and it appeared to be charging slightly. I also have a 'cigar lighter' USB charger/voltmeter that I use as a secondary reference to the battery health; and I remember it being around 13 volts (which seemed normal from past experiences).I received my IFR clearance; performed my run-up; and proceeded for normal flight. I departed from ZZZ.Departure began normally; I was handed off from ZZZ Tower to ZZZ Departure while climbing to 8000. I was then handed off to [new departure frequency] had been told to climb maintain 9000. ZZZ Departure instructed me to climb maintain 13;000 feet. I initiated my climb and keyed my mic to read-back my instruction. As I keyed the mic; my #1 radio (a Garmin 430W) went out. I switched my panel to my #2 radio and tuned it; I heard ZZZ Approach repeating my climb instruction. I again keyed my mic to confirm with a read-back; and the #2 radio (Garmin SL-30) went out. I reached for my handheld and attempted to make call out to ZZZ Departure; but my attempted failed. I powered off the hand-held to conserve battery when I realized that I was unable to transmit for anyone to reach me. I cycled the power on each radio; as well as the radio master in attempts to re-establish communications. None of my efforts worked. The Transponder (Garmin GTX-345) failed to come back up after one of the power cycles. I then left the power off to the avionics for a couple minutes and turned off all but the transponder with hopes that when turning back on the transponder would have enough power to send a signal. After various attempts; the transponder did come up; and I squawked 7600; and the transponder cut back out.I reverted to training (that I remembered); and that was to fly my assigned clearance. Being my last instruction was to climb and maintain 13;000; and that was my filed altitude. I leveled off at 13;000. I turned on my Oxygen tank about 15 minutes after crossing 12;500 feet - and maintained oxygen flow for the remainder of the flight. I proceeded navigating with my iPad and its built-in GPS. At ZZZ VOR; I turned Direct to ZZZ1.As has been instilled in me; Aviate; Navigate and Communicate - I established that the aircraft was safe to continue flight; with the noted electrical issue so I flew it. I navigated with the iPad; and established course heading to maintain for the remainder of the flight to ZZZ1. I then decided to attempt to communicate with my cellular phone; so I turned off the 'airplane mode.' Note; I included my cell phone number in comments of the flight plan when it was filed.[Later] I noticed that I received a voice mail message; the message from ZZZ TRACON stated that they saw I was on my flight plan route at 13;000; and that I was out of their airspace; their concern was the busier airspace near ZZZ1; they asked for a call-back. I was able to have strong enough signal at the time I read the message to make an outgoing call. I called ZZZ Center at the number provided. Informed them that I was following my clearance and intended to continue to ZZZ1 at 13;000. I provided a position report and advised of the electrical issue. I also reported that the conditions were VMC. I was told to call ZZZ TRACON upon landing. Additionally; I requested the phone number for ZZZ1 ATC (and was provided Tower phone number).I received a voice message from ZZZ1 Center advising that I would be entering a MOA and to call them. As soon as I was able to get a call out; I did call them. I gave them a position reportand confirmed that I would maintain 13;000 within 100 feet.ZZZ1 Center called and left me a few messages that they lost radar and when they picked it up again and an additional position report request. The last of their messages requested that I maintain 13000. They provided the call-back number. I made several attempts to communicate with them; however the cellular signal did not allow the call to go through. There was one point where I had brief communications and was able to get a position report to them.I continued my flight directly to ZZZ1. Within 10 miles of ZZZ1; I was unable to get cellular signal to call Tower. I used my handheld to get the ATIS information L; and then switched to Tower frequency. When within about 4 miles (at 13;000 feet) I was able to contact Tower using the Handheld; but it was broken. I copied that I was cleared to land Runway 1. I needed to lose 12;500 feet of altitude. I crossed midfield and started my descent over a right-pattern for runway 1; applied a forward slip to lose more altitude quicker. Continued a right-pattern; and crossed the runway threshold around 6000. I made 1 more right pattern to lose the remaining altitude; and during that time; I heard tower advise me that I was cleared to land any runway. I made a normal landing on Runway 1; taxied off where emergency vehicles were awaiting me.I taxied to the FBO; parked; and shut down the aircraft. I then noticed I had an additional call from ZZZ1 Approach asking me to call. Once the aircraft was secured I called ZZZ1 Approach; and we discussed what happened. Then I called ZZZ TRACON (per request from initial communication with ZZZ Center via phone); and they asked me why I didn't squawk 7600 immediately. I explained that I attempted to cycle the radios first.I asked the FBO's mechanic to check the electrical system before I used the aircraft again. I was informed that the alternator was generating 12.6 Volts; while it should be above 13. He recharged the battery; but his belief is that over time it has been slowly discharging because the alternator was not producing enough to support all the avionics. The alternator was last replaced with a new one on [late] 2015.After landing; I was reminded that the IFR Lost Communications procedure in VMC is to land at the earliest practicable airport. I believe that turning back to the ZZZ area would have been more dangerous without communications. I could have landed at ZZZ2; or many other airports along the route; but I kept them in mind if I needed to deviate for a more serious emergency. Being my mind stuck in the mantra of Aviate; Navigate; Communicate - I was focused on safely flying the aircraft; assuring that my navigation (with the iPad) was accurate; and attempting to communicate with ATC facilities via phone.I believe that I did the best that I could with the resources available to me; however I do understand that it may have caused undue burden on ATC facilities.

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.