King Air C90 E90
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 200; Flight Crew Total 5200; Flight Crew Type 4000
Communication Breakdown; Workload; Distraction
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency
Aircraft; Weather
I had just delivered cargo and was departing on a single pilot Part 91 flight home.  I obtained my IFR clearance through FAA Radio which was 'direct' to my destination.  I departed the airport using Runway 12.  The following was the current METAR: SPECI KZZZ 281622Z AUTO 09026G32KT 1 3/4SM -RA BR OVC004 08/07 A2937 RMK AO2 PK WND 09034/1608 RAB20. As I was climbing through 200 feet AGL I smelled and viewed what I deemed to be electrical smoke in the aircraft.  After turning off all non-essential electrical items I communicated my emergency over CTAF to an aircraft waiting to depart behind me; as well as letting them know I would be returning to the field immediately.  As I was climbing through approximately 2;500 feet MSL I attempted to contact Center while Squawking 7700.  I am familiar with the airport's local area and knew that radio and radar coverage was poor so I continued the climb in order to establish communications as well as get above the 3;000 feet MSA.  At the same time I deviated from my assigned course to vector myself toward the ILS for Runway 12. After reaching 3;500 feet MSL (the glideslope intercept altitude for the ILS) I was able to communicate with Center.  I stated my emergency and requested vectors for the ILS.  Center was unable to provide vectors unless I was able to climb further for radar coverage.  In the interest of time and safety I declined; informing them I would vector myself at 3;500 feet MSL on to the approach.  After flying the approach and landing I taxied to the ramp; as the smoke had dissipated through the short flight.  In summary; I deviated from my IFR route and altitude clearances to meet the needs of my emergency.  I feel that these deviations were necessary to ensure the safety of my flight by getting the aircraft on the ground as quickly as possible.
A BE-90 developed electrical smoke after takeoff; so the pilot in IMC deviated from his clearance; climbed to the ILS glideslope intercept altitude; communicated with ATC and landed at the departure airport.