Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Troubleshooting; Human-Machine Interface; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying aircraft owner and their family from ZZZ to ZZZ1 with stop in ZZZ2 for fuel. The aircraft has a history of both alternators needing work to maintain operation. Everything at startup and the run-up were normal; with no sign of issues. About 30 minutes into the flight the alternator 1 annunciator light started flickering. I noted the annunciator and checked all the other gauges; both steam and digital. At this point the battery; main bus; and essential bus were all showing 28 volts. Even the ammeter showed almost neutral on the battery; alternator 1; and alternator 2.  So despite the flickering annunciator I decided to continue. I monitored the annunciator to see if it would get any worse. At this point we were roughly 1 hour and 30 minutes from ZZZ2.About 25 N.M. north of ZZZ3 I was talking to Approach. This is when I noticed that the digital display of the Main Bus started dropping from 28 Volts down to 20 Volts. The alternator 1 charges this bus. Simultaneously; the alternator 1 annunciator light illuminated and stayed on. I then utilized the POH page 3A-10 to make the corrective actions to fix the alternator. I followed each step in the POH including resetting the alternator 1 circuit breaker. Nothing worked and the digital display indicated the main bus voltage continued to drop to 16 volts. This is when I decided to divert and return back to ZZZ. If I could not make it to ZZZ then I would use one of the many airports under me.I notified approach that I do not need to declare an emergency yet; but I would like to update my destination for ZZZ. I also told them that a loss of radio communications could be possible (since the avionics are on the main bus). The controller cleared me direct to ZZZ. The controller wanted to verify that we were having an alternator/generator failure. I affirmed that it was an alternator failure and that I was unsure how long we would have left with the battery. He then asked me if I would like to cancel IFR and go VFR. Since it was clear skies and excellent visibility I decided to cancel IFR. The controller received my IFR cancellation and started to ask me about the aircraft. I was unable to receive the latter part of this transmission. All the avionics; the transponder; the MFD; the autopilot; all the steam engine gauges; the fuel gauges went completely inoperative. The only instruments that remained operational were the PFD; backup steam airspeed indicator; backup steam attitude Indicator; and backup steam altimeter. I realized that the electric trim was now inoperative; as well as the flaps. At this point I turned off all switches; and both master battery power switches. The engine continued to run due to the magnetos.I used my EFB applications to navigate with pilotage and dead reckoning northbound to ZZZ4. I chose this airport for the long runway. After losing the fuel gauges I did not want to risk extending the range back to ZZZ since my calculations showed we would be below VFR fuel minimums. I verified the landing distance with no flaps. I verified I had plenty of fuel to divert to ZZZ4. I verified the weather; altimeter setting; and NOTAMs. I approached the airport above pattern altitude to spiral and search for traffic. Once I verified there was no traffic in the pattern I entered the left downwind for runway XX. I made a successful no-flap landing using only three quarters of the available runway.Once I parked and shutdown the aircraft on the ramp I called Approach. They had called the flight school owner to see where I was and if I was okay. I returned their call and assured them we had landed successfully. I do believe proper maintenance action needs to be taken for a healthy electrical system on the aircraft. This is purely a mechanical issue; and can be resolved with detailed mechanical inspection and labor to address the issue. I believe all my actions taken; regarding aircraft systems; navigation; aircraft control; performance calculations; airspace; were all completed in a very timely manner; with efficiency; and good ADM.




Synopsis: SR22 pilot reported the aircraft had a complete electrical failure but the pilot was able to perform a successful diversion and landing.