Narrative:

I sat down to work a low altitude sector. I had the other area low altitude sectors. The airspace was somewhat busy and I had a d-side (radar assist). After my busy push ended; my d-side was needed at a busier sector. So; I worked then by myself until later. I took the handoff of aircraft X; a BE35/G. He was at 4000 feet. There was weather in the southern half of my airspace. Aircraft X was deviating east. As aircraft X progressed southward; I then switched him to my low frequency. When aircraft X called on my frequency; I called the weather to him and I cleared aircraft X to deviate left and right. At this same time; I had the handoff on aircraft Y. Aircraft Y was deviating for weather. I was descending aircraft Y to 5000 feet. There was a VFR ads-B limited data block (that was not on my frequency) at 3500 feet just a couple of miles northeast of aircraft Y. I called this ads-B traffic to aircraft Y; but aircraft Y did not see him.I had to turn aircraft Y left in order to get him down to land at ZZZ. Aircraft X was deviating and heading directly toward ZZZ at 4000 feet; causing to be another piece of traffic for aircraft Y trying to land at ZZZ. I turned aircraft X 10 degrees left for traffic. Aircraft X replied 10 degrees left and turned. The ads-B traffic was now clear of aircraft Y. I descended aircraft Y to 2900 feet; my minimum safe altitude. Aircraft Y asked for a visual approach to at ZZZ. Tower approved this opposite direction arrival. I marked odo (opposite direction operation) on aircraft Y's offset strip. Aircraft X now looked like he had turned right; heading towards ZZZ again. I then turned aircraft X 20 degrees to the left to get him clear. Aircraft X did not reply. I issued the 20 degree turn again. I could see he was making the 20 degree turn. I told aircraft X that reply was not received but that I saw that he had taken the 20 degree turn. I advised to aircraft X to ident. Aircraft X replied with an ident. The ads-B VFR traffic at 3500 feet was now getting nearer to aircraft X. I cleared aircraft Y for his visual approach and switched him to the tower frequency.I then saw aircraft X's altitude drop to 3600 feet. I told aircraft X that his altitude indicated 3600 feet and told him to maintain 4000 feet. Still no voice reply; but I did receive an ident. I then saw aircraft X's altitude drop top 3400; 3300; 3200 feet. I called the altitudes to aircraft X and suggested that he land at ZZZ. I told aircraft X to turn to a 270 degree heading; kpkb was about 8 miles west of his position. Aircraft X turned west and continued to ident; aircraft X also continued to drop in altitude. A d-side was quickly assigned to work with me. I gave aircraft X the ZZZ weather and advised him of the runways in use. I also called the precipitation around aircraft X and advised that my minimum safe altitude in the area was 2900 feet. Aircraft X continued to drop in altitude. I continued to call his altitude and called the position of ZZZ. I advised aircraft X that ZZZ did have a VFR tower. I did advise him of the aircraft type of aircraft Y inbound also. My d-side coordinated the information of this emergency with the tower controller. Tower advised that aircraft Y had landed and was clear of the runway. Aircraft X was cleared to land any runway. I advised aircraft X that the runway was clear and that tower advised that he was cleared to land. I continued to call the location of the airport and his altitude. I lost radar contact with aircraft X around 1700 feet. I advised aircraft X of his last known altitude and that radar contact was lost. I asked an aircraft on my low frequency to monitor for an ELT on 121.5. Tower then advised that aircraft X had landed safely. My d-side passed along the ZID area manager's phone number to tower for aircraft X to contact.I should have advised aircraft X of the other runway available at ZZZ. The mentioning of the extra runway could have helped him identify the airport. I should have advised him of the runway length. We don't have any emergency maps depicting the [terrain in the area] and nearest obstacles on my radar scope. The only map available is a chart under plexiglass over my d-side's position. Myself and the d-side could have brought this chart up on the erids (enroute information display system). However; everything was happening so quickly that by the time it would be opened up on erids; everything would have been over. Maybe it would be helpful to get magnified pieces of this chart added to our erids that could be easily selected by airport name. The PIC of aircraft X did call in. He had an amperage problem that he noticed with the loss of communication. He was thankful for the 270 degree heading to ZZZ. I am thankful that aircraft X landed safely.

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Original NASA ASRS Text

Title: Center Controller reported an aircraft had an electrical problem; began descending; and could not transmit but they could receive. The Controller guided the aircraft to the nearest airport.

Narrative: I sat down to work a low altitude sector. I had the other area low altitude sectors. The airspace was somewhat busy and I had a D-side (Radar Assist). After my busy push ended; my D-side was needed at a busier sector. So; I worked then by myself until later. I took the handoff of Aircraft X; a BE35/G. He was at 4000 feet. There was weather in the southern half of my airspace. Aircraft X was deviating east. As Aircraft X progressed southward; I then switched him to my LOW frequency. When Aircraft X called on my frequency; I called the weather to him and I cleared Aircraft X to deviate left and right. At this same time; I had the handoff on Aircraft Y. Aircraft Y was deviating for weather. I was descending Aircraft Y to 5000 feet. There was a VFR ADS-B limited data block (that was not on my frequency) at 3500 feet just a couple of miles northeast of Aircraft Y. I called this ADS-B traffic to Aircraft Y; but Aircraft Y did not see him.I had to turn Aircraft Y left in order to get him down to land at ZZZ. Aircraft X was deviating and heading directly toward ZZZ at 4000 feet; causing to be another piece of traffic for Aircraft Y trying to land at ZZZ. I turned Aircraft X 10 degrees left for traffic. Aircraft X replied 10 degrees left and turned. The ADS-B traffic was now clear of Aircraft Y. I descended Aircraft Y to 2900 feet; my minimum safe altitude. Aircraft Y asked for a Visual Approach to at ZZZ. Tower approved this opposite direction arrival. I marked ODO (Opposite Direction Operation) on Aircraft Y's offset strip. Aircraft X now looked like he had turned right; heading towards ZZZ again. I then turned Aircraft X 20 degrees to the left to get him clear. Aircraft X did not reply. I issued the 20 degree turn again. I could see he was making the 20 degree turn. I told Aircraft X that reply was not received but that I saw that he had taken the 20 degree turn. I advised to Aircraft X to ident. Aircraft X replied with an ident. The ADS-B VFR traffic at 3500 feet was now getting nearer to Aircraft X. I cleared Aircraft Y for his Visual Approach and switched him to the Tower frequency.I then saw Aircraft X's altitude drop to 3600 feet. I told Aircraft X that his altitude indicated 3600 feet and told him to maintain 4000 feet. Still no voice reply; but I did receive an ident. I then saw Aircraft X's altitude drop top 3400; 3300; 3200 feet. I called the altitudes to Aircraft X and suggested that he land at ZZZ. I told Aircraft X to turn to a 270 degree heading; KPKB was about 8 miles west of his position. Aircraft X turned west and continued to ident; Aircraft X also continued to drop in altitude. A D-side was quickly assigned to work with me. I gave Aircraft X the ZZZ weather and advised him of the runways in use. I also called the precipitation around Aircraft X and advised that my minimum safe altitude in the area was 2900 feet. Aircraft X continued to drop in altitude. I continued to call his altitude and called the position of ZZZ. I advised Aircraft X that ZZZ did have a VFR Tower. I did advise him of the aircraft type of Aircraft Y inbound also. My D-side coordinated the information of this emergency with the Tower controller. Tower advised that Aircraft Y had landed and was clear of the runway. Aircraft X was cleared to land any runway. I advised Aircraft X that the runway was clear and that Tower advised that he was cleared to land. I continued to call the location of the airport and his altitude. I lost radar contact with Aircraft X around 1700 feet. I advised Aircraft X of his last known altitude and that radar contact was lost. I asked an aircraft on my LOW frequency to monitor for an ELT on 121.5. Tower then advised that Aircraft X had landed safely. My D-side passed along the ZID area manager's phone number to Tower for Aircraft X to contact.I should have advised Aircraft X of the other runway available at ZZZ. The mentioning of the extra runway could have helped him identify the airport. I should have advised him of the runway length. We don't have any emergency maps depicting the [terrain in the area] and nearest obstacles on my radar scope. The only map available is a chart under plexiglass over my D-side's position. Myself and the D-side could have brought this chart up on the ERIDS (Enroute Information Display System). However; everything was happening so quickly that by the time it would be opened up on ERIDS; everything would have been over. Maybe it would be helpful to get magnified pieces of this chart added to our ERIDS that could be easily selected by airport name. The PIC of Aircraft X did call in. He had an amperage problem that he noticed with the loss of communication. He was thankful for the 270 degree heading to ZZZ. I am thankful that Aircraft X landed safely.

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.