Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Special Use ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Airspace Structure; Weather
Primary problem: Aircraft

Narrative: During cruise climb; leaving approximately 5;000 feet MSL; we experienced a total electrical failure. My last clearance from Approach was a 360 heading and climb to 8;000 feet. Following the failure I continued; as close as I could; on the north heading and continued my climb to 8;000 while I evaluated the situation. My best guess is at least two minutes elapsed with no electrical power. The aircraft is equipped with a glass panel which left me only with standby attitude and airspeed indicators and an altimeter. I did have an iPad with [navigation and EFB] apps open and available. I changed my transponder code to 7700 in the hopes that even a momentary recovery of power would let ATC know we were in distress. I checked all circuit breakers and cycled the master switch multiple times which ultimately brought power back to the airplane but in a somewhat fragile state. Although electrical power was recovered I was unsure as to how long we would have it. As soon as I recovered communications I informed ATC of my intention to land as soon as possible. Based on the weather conditions at the time I needed to land at the closest airport that I could perform a visual approach. I had already considered [a nearby airport]; and as the controller offered that I decided that would be our new destination. Fortunately the airplane maintained electrical power all the way to the ramp and we were able to acquire the field visually and land.From a human factors perspective; my biggest concern from this event is how to best handle a lost comms/lost electrical power situation if it arises in the future. I drew on nearly an entire lifetime of being around and flying airplanes including flight instructing and airline captain experience. Weather was a contributing factor to the gravity of the situation as we departed in weather conditions I would consider my personal minimums for a single engine GA airplane. The route brief indicated at least VFR minimums for our entire route. The information I had indicated at least 1;000 feet or higher ceilings. When this situation arose I was evaluating a line of building cumulonimbus that eventually developed into thunderstorms roughly 30 miles north of [route]. Had it been a CAVU day I would most likely have stayed on my last assigned heading and altitude to try to sort things out in the hope that ATC would have been able to track a primary target as we had no working transponder. I assumed the airspace we were in was somewhat congested as there is a lot of military activity in that area. With deteriorating conditions at our departure field and deviations needed to pass weather ahead I began to feel urgency to disregard our clearance and head towards [a diversion airport]. I was extremely uneasy with the thought of heading towards a diversion field in marginal weather in congested airspace without being able to inform ATC; despite the fact that I felt this was the safest course of action based on the situation and weather conditions. If we had not regained electrical power we would have had to account for loitering time to lower the landing gear manually; which is not the simplest of tasks in a Bonanza. Luckily the system came back and we were able to coordinate all of this with ATC and land uneventfully.From a personal perspective; my biggest takeaway from this event is I need to carry my handheld radio on every flight. Even though the airplane was in a significantly degraded state of capability during this event; it was safely flyable. My biggest stress came from not being able to communicate with ATC in airspace I assumed to be congested and weather conditions that were less than ideal.On a final note; I will add that although not specifically designed for aviation; the iPad is an incredible tool. With a broken to overcast layer below us; I was able to maintain a reasonable amount of situational awareness thanks to the [navigation] app and the internal GPS. If the iPad is coupled with other available aviation related devices it can nearly replicate an instrument panel. I am currently shopping for those devices.




Synopsis: The pilot of a BE36 reported a loss of electrical power and the steps taken to begin a diversion; regain the electrical system; and notify ATC while in a congested area with changing weather.