Narrative:

Coming back to farmingdale, ny, east of brookhaven airport, I experienced a complete electrical system failure. That kept me with no radios to communicate. Being in VMC allowed me to proceed with my flight as planned by following the south shore line of long island back to frg at 3000 ft. I decided to stay in the inside of the outer south border of long island macarthur (isp) class C airspace for a couple of reasons: 1) in case of electrical fire or engine failure, I would have been able to land at long island airport. 2) if approach controllers were still able to receive my transponder signal of 7600, I was hoping they would keep a close watch on me and give republic airport tower the heads up of an airplane approaching them with no radios. I got to republic airport. I overflew the class D airspace at 2800 ft and circled around the tower, determined the runway in use, and then descended to 2000 ft hoping to get light gun signals while circling above the tower/airport. Then I decided to descend further down to 1600 ft and being that I still didn't have the attention of the tower controllers, I then proceeded to descend down to tpa of 1100 ft and enter the right downwind for runway 1. I only received the light gun signals when I was on final leg for runway 1. I think tower controllers ought to be more aware that a person with no radios might approach their airspace at any time and that they need to keep an eye out the window and above pattern altitude.

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Original NASA ASRS Text

Title: C152 PLT EXPERIENCES COMPLETE ELECTRICAL FAILURE WITH LOSS OF RADIO, CONTINUES VFR WITHIN ISP CLASS C AIRSPACE, ENTERS FRG CLASS D AIRSPACE AND LANDS AFTER RECEIVING A LIGHT SIGNAL FROM TWR ON FINAL.

Narrative: COMING BACK TO FARMINGDALE, NY, E OF BROOKHAVEN ARPT, I EXPERIENCED A COMPLETE ELECTRICAL SYS FAILURE. THAT KEPT ME WITH NO RADIOS TO COMMUNICATE. BEING IN VMC ALLOWED ME TO PROCEED WITH MY FLT AS PLANNED BY FOLLOWING THE S SHORE LINE OF LONG ISLAND BACK TO FRG AT 3000 FT. I DECIDED TO STAY IN THE INSIDE OF THE OUTER S BORDER OF LONG ISLAND MACARTHUR (ISP) CLASS C AIRSPACE FOR A COUPLE OF REASONS: 1) IN CASE OF ELECTRICAL FIRE OR ENG FAILURE, I WOULD HAVE BEEN ABLE TO LAND AT LONG ISLAND ARPT. 2) IF APCH CTLRS WERE STILL ABLE TO RECEIVE MY XPONDER SIGNAL OF 7600, I WAS HOPING THEY WOULD KEEP A CLOSE WATCH ON ME AND GIVE REPUBLIC ARPT TWR THE HEADS UP OF AN AIRPLANE APCHING THEM WITH NO RADIOS. I GOT TO REPUBLIC ARPT. I OVERFLEW THE CLASS D AIRSPACE AT 2800 FT AND CIRCLED AROUND THE TWR, DETERMINED THE RWY IN USE, AND THEN DSNDED TO 2000 FT HOPING TO GET LIGHT GUN SIGNALS WHILE CIRCLING ABOVE THE TWR/ARPT. THEN I DECIDED TO DSND FURTHER DOWN TO 1600 FT AND BEING THAT I STILL DIDN'T HAVE THE ATTN OF THE TWR CTLRS, I THEN PROCEEDED TO DSND DOWN TO TPA OF 1100 FT AND ENTER THE R DOWNWIND FOR RWY 1. I ONLY RECEIVED THE LIGHT GUN SIGNALS WHEN I WAS ON FINAL LEG FOR RWY 1. I THINK TWR CTLRS OUGHT TO BE MORE AWARE THAT A PERSON WITH NO RADIOS MIGHT APCH THEIR AIRSPACE AT ANY TIME AND THAT THEY NEED TO KEEP AN EYE OUT THE WINDOW AND ABOVE PATTERN ALT.

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.