M-20 B/C Ranger
Flight Crew Private; Flight Crew Instrument
Flight Crew Last 90 Days 28; Flight Crew Total 565; Flight Crew Type 370
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Aircraft; Weather
Returning to ZZZ about 1hr 20 mins into the flight I had an electronics failure that wound up being an alternator failure. I was on an IFR Flight Plan; in [TRACON] control; cruising at 7000 ft. I was above an overcast layer that went from 5500-6500.  [TRACON] called me up to amend my flight plan; it was at that moment I saw my GPS go Blank; I called [TRACON] and indicated I was having an equipment issue and to standby for 1 min. They did not respond. I transitioned from Autopilot to hand flying and began to diagnose the GPS failure; at the same time now wondering if the Radios also had an issue caused by the unknown Elec problem.  [TRACON] called again; at this time I tried a backup headset; and used both sets of jacks in the front. Radios were able to receive but not transmit. I then squawked 7600. [TRACON] indicated they could see the squawk; and asked me to Ident if I could hear them. I did. At that time I checked my volts and saw I was in a discharge state; down to about 10 volts; and now realized my Alternator failed.  I now began to consider my options of flying IMC ahead with no electrical power; a moment later I saw a break in the overcast and decided it would be safer to continue below the overcast under VFR; so I squawked 1200 to tell the controller I was going to fly VFR; they did not acknowledge the change;  I then descended to 3500 ft and turned off my Master to save power for my landing Gear.  I then began to brief POH to see if I could reset the Alternator; and also refreshing the Manual Landing Gear procedure so I would be ready for any option.  I was on a straight course to my home airport; but it would take me over the top ZZZ1.  I knew the top of Class C was 4400; so I climbed to 4500 to go over the top of the Class C; and remain about 500-1000 below the ceiling.  During the stress of the situation it seemed like the best option.  Upon reaching ZZZ I turned on the master and had enough power to lower the gear.  I landed fine.  I then called Tracon to tell them I was on the ground and close my flight plan.  I spoke with an instructor today and he mentioned that although I was above the Class C; I would need the Mode C 'ON' to fly over that airspace; so I should have flown around the Class C; not over it.  I did not catch this.The factors that led to this miss was not having good recall of the FAR related to the space above Controlled airspace with regard to Mode C;  being more concerned with flying; avoiding IMC with no elec power); wondering if there was a bigger issue brewing (elec fire; or other); fuel burn now that the gas gauges were 'off'; and the stress of not knowing if 10 volts was enough to lower the gear (when it wasn't enough to power my GPS). I have read stories about radio failure in IMC and to fly last cleared flight plan....; however total elec failure is a bigger issue given the loss of Turn Coordinator.  Getting below the IMC layer became my priority.  A safety course on how to handle a total Elec failure would be good; what to do if you have the option to get safely below the IMC layer; vs if you cant; and what pitfalls to avoid (my over the top of Class C example); etc.
An instrument rated private pilot experienced an electrical system failure in instrument conditions. He was able to locate VFR conditions and continued to his destination.