Skyhawk 172/Cutlass 172
Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Flight Crew Last 90 Days 11; Flight Crew Total 296; Flight Crew Type 157
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Aircraft
The mission of the flight was intended to be a discovery flight. The pilot observed the METAR and TAF (Terminal Aerodrome Forecast) at ZZZ before the flight and determined the weather was sufficient for the mission of the flight. The pilot completed weight and balance data along with performance calculations before the flight for the aircraft along with full fuel and two people. The pilot then conducted the pre-flight on the aircraft; which had been hangered the night before. The specific aircraft had been flown once before by the pilot in a checkout flight. During the pre-flight inspection the pilot noted that the landing lights were squawked inoperative on the dispatch sheet and the parking brake of the aircraft was placarded as inoperative. During the pre-flight the pilot noted no other irregularity with the aircraft. Additionally the pilot noted that the alternator belt was taut and in place; all the aircraft lights operated correctly; the Pitot tube was properly heated when tested; and the flaps extended at a normal rate to its full extension. The PIC requested the fuel tanks to be filled to its fullest extent; which was done by a ramp worker; and the PIC noted that there were about 6 quarts of oil in the engine. Upon inspection of the electrical system; it appeared to operate normally. The PIC then entered the cockpit on the right seat; with the sole passenger sitting in the left seat. The PIC then gave the pre-flight briefing to the passenger and also demonstrated how to operate the flight controls and engine controls to the passenger. At this point the PIC then started the engine with the assistance of the passenger and then the PIC taxied to the run-up area. At the run-up area the pilot received the current ATIS and then performed the run-up as described by the checklist. The run-up proceeded without any irregularities discovered- notably the amperage gauge indicated that there was neither a charge nor discharge on the battery. The PIC then completed the run-up checklist and received the departure clearance. Shortly after; the PIC then received the taxi clearance and began to taxi to runway 8 via taxiway E1. The pilot then held short of runway 8 and proceeded with the before takeoff checklist and briefed the takeoff checklist and procedure. After contacting ZZZ tower; the pilot then took off from runway 8 and was given instructions to climb on heading 190. The pilot climbed out at Vy (74 KIAS) up to 8500 feet MSL. The climb proceeded as normal; the aircraft was handed over to ZZZ departure who instructed the PIC that they could fly at their desired heading and altitude. The PIC performed the climb checklist while simultaneously describing the function and purpose of the primary aircraft instruments to the passenger. Upon reaching the top of climb; the PIC began to set cruise power and pitch. The PIC also began performing the cruise checklist. Notably; the PIC saw a layer of a few clouds at the aircraft's 12 O'clock; and therefore turned left to navigate east of the clouds. At this point the PIC also turned on the pitot heat as the aircraft was navigating relatively close to the cloud layer and the surface temperatures were reported to be below freezing. (At this point this is where I believe the failure occurred. After review of the flight; I believe that this is a case of alternator over-voltage. At this time all the lights [NAV/STROBE/BEACON] were on; as was the pitot heat and the avionics system which may have been too much load for the system to handle.) In this middle of conducting the cruise checklist and navigating around the cloud layer; PIC received a call from ZZZ departure saying that they lost our transponder code and altitude on radar. They requested that the PIC reset the transponder; which the PIC did while also responding to departure. During the response transmission the PIC noticed that they could not hear their transmission through the headset and that they heard no reply from ZZZ departure.Shortly after; the PIC noticed the lights on the radio stack were flickering; which caused the PIC to suspect an electrical failure was imminent. At this point the PIC turned the aircraft to a circle pattern and reduced the power setting to economy cruise then began troubleshooting the problem. The PIC first checked the amp gauge and saw that it indicated there was discharge on the battery; then the PIC looked at the circuit breakers and saw that none of them were out of their regular position. After this; the PIC then turned off both the master switch and the alternator switch; waited 10 seconds; and turned it back on. At this point all the electrical systems on board the aircraft had failed. After failing to fix the problem the PIC then began to perform VFR lost-communication procedures. The PIC used their cellular device to call the FSS number and talk to the briefer; who then gave the pilot a weather briefing in the area along with valid SIGMETS; AIRMETS; and the local METAR at ZZZ. Shortly after that the call failed to FSS; but the PIC noticed that they had received a missed call from ZZZ TRACON on their cell phone. The PIC called the number back immediately and requested vectors back to ZZZ. The TRACON controller then provided a heading which the PIC flew while periodically giving altitude updates. When the field was in-sight; the TRACON controller gave clearance to land runway 3. The PIC then configured the aircraft for landing and performed a no-flap landing without incident. Upon landing the controller gave clearance to taxi to the FBO ramp via C; G taxiways. The taxi to the ramp proceeded without incident and the PIC then shut-down the aircraft and performed a post-flight inspection. It was noted that with the post flight there could be no clear cause of the electrical failure; and the alternator belt was still taut in place similarly to the pre-flight inspection.
Pilot reported electrical failure in flight; which resulted in a return to departure airport.