C172 CFI on a training flight loses or has a primary electrical power supply problem, becomes a NORD...

Attributes
ACN	338397
Time
Date	199606
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : fam
State Reference	MO
Altitude	msl bound lower : 4000 msl bound upper : 4000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zkc tracon : stl tower : dfw
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	cruise other
Route In Use	enroute : direct enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial pilot : cfi
Experience	flight time last 90 days : 30 flight time total : 712 flight time type : 200
ASRS Report	338397
Person 2
Affiliation	Other
Function	observation : passenger other personnel other
Qualification	other other : other
Events
Anomaly	aircraft equipment problem : less severe non adherence : clearance non adherence : published procedure non adherence : far other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	none taken : anomaly accepted other
Consequence	faa : reviewed incident with flight crew
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation

Narrative:

At the location stated above we had just gotten our IFR clearance from ZKC. Center asked us to identify our transponder, so we did. ZKC then said they were going to give us vectors to ftz VOR and to expect direct uin after that. We flew the heading given to us by center. After that we could still hear center but they would not respond to any of our calls. Then we heard center tell us to change frequency to another kansas city frequency. We repeated the frequency but they did not respond. So we changed frequency in our radio as instructed, but still no response from ZKC. Note: we could still at this time hear their communication with other area traffic. At this time we noticed our NAVAID was not accurate according to ground reference points. We were located south of stl but our navaids were tuned to ftz with 330 degrees in top of the VOR and the needle was deflected right (exactly opposite of where it should of been pointed with a 'to' indication). We tried contacting ZKC on various frequencys as well as flight watch and stl radio but neither communication #1 nor communication #2 was transmitting. We, at that time, shut down all electric equipment except communication #1, although we were losing our ability to hear anything. We put 7600 in the transponder. We used the compass and heading indicator to fly 270 degrees. Then we turned 360 degrees just west of spirit of st louis airport in an effort to get out of the stl class B airspace. Then we flew northeast until we found highway 61 and the mississippi river which we followed to quincy, il, remaining VFR the whole time. We landed at quincy and immediately called 1-800-WX-brief canceling our IFR flight plan and explained in brief our loss of all electrical power. Everything worked out ok, although I did not understand why ZKC did not try to communicate with me during the time that I could still hear them but, even though they could not obviously hear me. We chose to land in quincy because it was away from the congestion at stl.

Original NASA ASRS Text

Title: C172 CFI ON A TRAINING FLT LOSES OR HAS A PRIMARY ELECTRICAL PWR SUPPLY PROB, BECOMES A NORDO ACFT AND PERFORMS AN UNAUTH PENETRATION OF AIRSPACE TCA B AT STL. CONTINUES TO DEST ARPT UNDER IFR USING PILOTAGE.

Narrative: AT THE LOCATION STATED ABOVE WE HAD JUST GOTTEN OUR IFR CLRNC FROM ZKC. CTR ASKED US TO IDENT OUR XPONDER, SO WE DID. ZKC THEN SAID THEY WERE GOING TO GIVE US VECTORS TO FTZ VOR AND TO EXPECT DIRECT UIN AFTER THAT. WE FLEW THE HDG GIVEN TO US BY CTR. AFTER THAT WE COULD STILL HEAR CTR BUT THEY WOULD NOT RESPOND TO ANY OF OUR CALLS. THEN WE HEARD CTR TELL US TO CHANGE FREQ TO ANOTHER KANSAS CITY FREQ. WE REPEATED THE FREQ BUT THEY DID NOT RESPOND. SO WE CHANGED FREQ IN OUR RADIO AS INSTRUCTED, BUT STILL NO RESPONSE FROM ZKC. NOTE: WE COULD STILL AT THIS TIME HEAR THEIR COM WITH OTHER AREA TFC. AT THIS TIME WE NOTICED OUR NAVAID WAS NOT ACCURATE ACCORDING TO GND REF POINTS. WE WERE LOCATED S OF STL BUT OUR NAVAIDS WERE TUNED TO FTZ WITH 330 DEGS IN TOP OF THE VOR AND THE NEEDLE WAS DEFLECTED R (EXACTLY OPPOSITE OF WHERE IT SHOULD OF BEEN POINTED WITH A 'TO' INDICATION). WE TRIED CONTACTING ZKC ON VARIOUS FREQS AS WELL AS FLT WATCH AND STL RADIO BUT NEITHER COM #1 NOR COM #2 WAS XMITTING. WE, AT THAT TIME, SHUT DOWN ALL ELECTRIC EQUIP EXCEPT COM #1, ALTHOUGH WE WERE LOSING OUR ABILITY TO HEAR ANYTHING. WE PUT 7600 IN THE XPONDER. WE USED THE COMPASS AND HDG INDICATOR TO FLY 270 DEGS. THEN WE TURNED 360 DEGS JUST W OF SPIRIT OF ST LOUIS ARPT IN AN EFFORT TO GET OUT OF THE STL CLASS B AIRSPACE. THEN WE FLEW NE UNTIL WE FOUND HWY 61 AND THE MISSISSIPPI RIVER WHICH WE FOLLOWED TO QUINCY, IL, REMAINING VFR THE WHOLE TIME. WE LANDED AT QUINCY AND IMMEDIATELY CALLED 1-800-WX-BRIEF CANCELING OUR IFR FLT PLAN AND EXPLAINED IN BRIEF OUR LOSS OF ALL ELECTRICAL PWR. EVERYTHING WORKED OUT OK, ALTHOUGH I DID NOT UNDERSTAND WHY ZKC DID NOT TRY TO COMMUNICATE WITH ME DURING THE TIME THAT I COULD STILL HEAR THEM BUT, EVEN THOUGH THEY COULD NOT OBVIOUSLY HEAR ME. WE CHOSE TO LAND IN QUINCY BECAUSE IT WAS AWAY FROM THE CONGESTION AT STL.

Data retrieved from NASA's ASRS site as of July 2007 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.

C172 CFI on a training flight loses or has a primary electrical power supply problem, becomes a NORDO aircraft and performs an unauthorized penetration of airspace TCA B at stl. Continues to destination airport under IFR using pilotage.