Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: The flight was the first after a completed annual inspection to home base. Filed IFR. After normal VFR takeoff and climb out; contacted approach for filed IFR routing. Received routing and proceeded northbound on course at 5000 ft.  Shortly thereafter; I noted the electric pitch trim did not work.  The STEC 30 autopilot system did not seem to be managing the very light turbulence situation with noticeable altitude deviations.  About 5 minutes later I observed no charging on the ammeter; and a popped alternator circuit breaker.  I reset the circuit breaker and noted an abnormally high ammeter reading. The circuit breaker quickly popped again.  I contacted Approach; advised of the problem; cancelled the IFR flight plan; and advised continuation of the flight to my filed destination. I attempted another reset with same high ammeter reading and detected a slight whiff of electrical smoke. The CB had not popped within that 3-5 second window; so I secured the electrical system with the Battery switch.  I pulled out a handheld radio from my flight kit and hooked it into my headset.  Navigation was combination visual and Garmin Pilot app on an iPad mini. I contacted FSS requesting a clearance waiver into my destination due to no transponder; and limited communication. FSS contacted ARTCC; and advised.  I switched over to their frequency; and was advised my request was approved.  Depending on where I was and the controller's receiver antenna made it sometimes difficult for them to hear me; but I could hear them and used mic clicks to acknowledge their queries. Tower cleared me to land on runway 10R about 8 miles from touchdown. On the ground I was able 2 way radio comm with ground control. Taxied to parking uneventfully.My error was a second attempt at CB reset.  The OEM aircraft circuit breaker was not one you can manually pull out yourself.  Had I not done that and then needed to immediately secure the whole system with the battery master switch; I could have used aircraft battery power for communication and transponder.During the annual inspection; the A&P had replaced a damaged cushion clamp on alternator wiring in the engine bay.  The post maintenance action engine run up was uneventful.  Conjecture is that during the course of the cushion replacement action; a potential ground in a related area was unseated; and vibrated it's way to a short inflight.  Troubleshooting will be focused in this area next week.  I also made an inquiry with an Avionics shop to swap out the OEM circuit breaker for one that can be manually pulled out to secure the alternator feed.




Synopsis: PA28 pilot reported a flight in which his alternator circuit breaker popped several times. After disconnecting the electrical system; he communicated with his portable radio and navigated with his iPad.