Narrative:

I planned and filed IFR flight plan from long island macarthur, ny to providence, ri, with a student on an instrument training flight. We obtained our clearance and departed--all avionics and radios were working fine. Ny departure gave us vector to our route, which was to proceed direct hampton (hto)-V139 direct providence. About 19 NM, northeast, on V139 from hampton VOR, the (from) indicators on the VOR's started going from a (from) reading to off. Both radios were scratchy. Ny approach handed us to quonset approach--I could not transmit on either receiver, I squawked 7700 for one minute and 7600 15 and then lost all communications. Ammeter read middle, no alternator warning light and no indication of electrical failure. WX at providence was 2000 broken, 4000 broken 3-4 fh. I elected, since I couldn't navigate, to proceed to brookhaven airport, ny--uncontrolled and just outside of macarthur's arsa. Called FSS to cancel my IFR flight plan and request clearance into macarthur. The WX upon arrival was clear and 3 mi in fog and haze. The flight service specialist gave me a clearance to enter macarthur's (arsa) to proceed and land on runway 28, active runway was 24. The tower said, that they knew of the plane and would be looking for us. We landed on runway 28, received a white light/steady green light from the tower, then proceeded to our tie down area. On july 1988, the FAA GADO office called the president of the flying club to find out, who was the pilot and the certificate number of the small aircraft that I was flying at the time of occurrence.

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Original NASA ASRS Text

Title: GA SMA ON IFR TRAINING FLT LOST RADIO COM THEN PROCEEDED VFR TO NON TWR ARPT. AFTER LNDG PLT CANCELLED FLT PLAN WITH FSS BY LAND LINE AND OBTAINED CLRNC IN NEARBY ARSA ALSO BY LAND LINE. FAA HAS ASKED FOR THE PLT'S IDENTIFICATION.

Narrative: I PLANNED AND FILED IFR FLT PLAN FROM LONG ISLAND MACARTHUR, NY TO PROVIDENCE, RI, WITH A STUDENT ON AN INSTRUMENT TRAINING FLT. WE OBTAINED OUR CLRNC AND DEPARTED--ALL AVIONICS AND RADIOS WERE WORKING FINE. NY DEP GAVE US VECTOR TO OUR ROUTE, WHICH WAS TO PROCEED DIRECT HAMPTON (HTO)-V139 DIRECT PROVIDENCE. ABOUT 19 NM, NE, ON V139 FROM HAMPTON VOR, THE (FROM) INDICATORS ON THE VOR'S STARTED GOING FROM A (FROM) READING TO OFF. BOTH RADIOS WERE SCRATCHY. NY APCH HANDED US TO QUONSET APCH--I COULD NOT XMIT ON EITHER RECEIVER, I SQUAWKED 7700 FOR ONE MINUTE AND 7600 15 AND THEN LOST ALL COMS. AMMETER READ MIDDLE, NO ALTERNATOR WARNING LIGHT AND NO INDICATION OF ELECTRICAL FAILURE. WX AT PROVIDENCE WAS 2000 BROKEN, 4000 BROKEN 3-4 FH. I ELECTED, SINCE I COULDN'T NAVIGATE, TO PROCEED TO BROOKHAVEN ARPT, NY--UNCONTROLLED AND JUST OUTSIDE OF MACARTHUR'S ARSA. CALLED FSS TO CANCEL MY IFR FLT PLAN AND REQUEST CLRNC INTO MACARTHUR. THE WX UPON ARR WAS CLR AND 3 MI IN FOG AND HAZE. THE FLT SVC SPECIALIST GAVE ME A CLRNC TO ENTER MACARTHUR'S (ARSA) TO PROCEED AND LAND ON RWY 28, ACTIVE RWY WAS 24. THE TWR SAID, THAT THEY KNEW OF THE PLANE AND WOULD BE LOOKING FOR US. WE LANDED ON RWY 28, RECEIVED A WHITE LIGHT/STEADY GREEN LIGHT FROM THE TWR, THEN PROCEEDED TO OUR TIE DOWN AREA. ON JULY 1988, THE FAA GADO OFFICE CALLED THE PRESIDENT OF THE FLYING CLUB TO FIND OUT, WHO WAS THE PLT AND THE CERTIFICATE NUMBER OF THE SMA THAT I WAS FLYING AT THE TIME OF OCCURRENCE.

Data retrieved from NASA's ASRS site as of August 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.