Narrative:

Aircraft X was a new purchase; out of ZZZ. Was on a ferry flight from ZZZ1 with the intention of flying nonstop to ZZZ2 for a fuel stop then continuing on to the aircraft's new home base of ZZZ. Approximately 1.5 tach hours into the flight; the jpi; gem; and com/nav system 2 failed followed shortly after by the com/nav 1 system (garmin G430) failing. At the time; the ammeter did not show a draw to my recollection. After following the checklists; we got the system back on. I proceeded to call center and inform them of the issues we were experiencing at which point they asked if we wanted to request priority handling. I informed them not at this time and that we were going to troubleshoot and would advise if it was successful/unsuccessful. Shortly after their verbal confirmation of our read back; all the systems that failed the first time failed again. We followed the checklist again and got the systems on but it was not functioning at what is normally expected. The G430 was dull and lagged on inputs; the com/nav 2 did not transmit or receive; and the jpi and gem systems never proceeded past their initial startup sequences.at this point; myself and my safety pilot began to search for a diversion airport. We chose ZZZ3 due to the facilities available and the availability of ATC for enhanced safety since we were flying a dark aircraft; in the blind; in a region and airspace we were not overly familiar with. As I keyed the mic to tell center that we were going to declare and divert to ZZZ3; the entire system failed at once. I deduced that it wasn't an avionics failure; but an issue/failure with the fundamental parts of the electrical system itself. My safety pilot concurred with the conclusion and the decision to declare. At this point; the only way to communicate was with my cell phone so I had my safety pilot obtain center's phone number via foreflight and dial it. Once I was in communication via cell network with center; I informed them of the issues we were experiencing; my intention of advising ATC; that we had the ZZZ3 airport in sight; our amount of fuel on board; the number of souls on board; and my need for the phone number for ZZZ3 tower; all of which was confirmed and provided. I then proceeded to call ZZZ3 tower and inform them of the [situation]; the issues we were experiencing; and my intent to land as soon as possible; all of which were confirmed and granted. Once on the ground at ZZZ3; we taxied the aircraft without incident. Once out of the aircraft; we spoke to ZZZ3 fire who responded to the call from tower. I gave them a report and my information and they left without intervention.FBO provided us with the number to a local mechanic who came out to look at the aircraft. His first finding was that the lead from the battery to the alternator was completely corroded away and was no longer attached to its intended bracket. Following that repair; we ground tested the aircraft to which the problem was not fixed. He then took apart the regulator to find it was coated in something he referred to as 'conductive paste' to my recollection. Once he cleaned that and reinstalled the regulator; the electrical system appeared to function normally/properly. While repairing the electrical issues; the mechanic also found an unrelated issue with the engine that could have posed a safety to flight issue; of which he corrected. All of which has been logged in the aircraft logs (can be provided). The aircraft had been through a pre-buy inspection from a licensed a&P out of ZZZ4 and the aircraft was signed off as good to fly (report can be provided).in regard to what can be done to prevent the occurrence; I am unsure of the long-term solution as I am not overly familiar with the maintenance certification process.aircraft was being operated by two pilots.

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Original NASA ASRS Text

Title: Pilot reported an electrical system failure that resulted in a diversion.

Narrative: Aircraft X was a new purchase; out of ZZZ. Was on a ferry flight from ZZZ1 with the intention of flying nonstop to ZZZ2 for a fuel stop then continuing on to the aircraft's new home base of ZZZ. Approximately 1.5 tach hours into the flight; the JPI; GEM; and com/nav system 2 failed followed shortly after by the com/nav 1 system (Garmin G430) failing. At the time; the ammeter did not show a draw to my recollection. After following the checklists; we got the system back on. I proceeded to call Center and inform them of the issues we were experiencing at which point they asked if we wanted to request priority handling. I informed them not at this time and that we were going to troubleshoot and would advise if it was successful/unsuccessful. Shortly after their verbal confirmation of our read back; all the systems that failed the first time failed again. We followed the checklist again and got the systems on but it was not functioning at what is normally expected. The G430 was dull and lagged on inputs; the com/nav 2 did not transmit or receive; and the JPI and GEM systems never proceeded past their initial startup sequences.At this point; myself and my safety pilot began to search for a diversion airport. We chose ZZZ3 due to the facilities available and the availability of ATC for enhanced safety since we were flying a dark aircraft; in the blind; in a region and airspace we were not overly familiar with. As I keyed the mic to tell Center that we were going to declare and divert to ZZZ3; the entire system failed at once. I deduced that it wasn't an avionics failure; but an issue/failure with the fundamental parts of the electrical system itself. My safety pilot concurred with the conclusion and the decision to declare. At this point; the only way to communicate was with my cell phone so I had my safety pilot obtain Center's phone number via foreflight and dial it. Once I was in communication via cell network with Center; I informed them of the issues we were experiencing; my intention of advising ATC; that we had the ZZZ3 airport in sight; our amount of fuel on board; the number of souls on board; and my need for the phone number for ZZZ3 Tower; all of which was confirmed and provided. I then proceeded to call ZZZ3 Tower and inform them of the [situation]; the issues we were experiencing; and my intent to land as soon as possible; all of which were confirmed and granted. Once on the ground at ZZZ3; we taxied the aircraft without incident. Once out of the aircraft; we spoke to ZZZ3 Fire who responded to the call from Tower. I gave them a report and my information and they left without intervention.FBO provided us with the number to a local mechanic who came out to look at the aircraft. His first finding was that the lead from the battery to the alternator was completely corroded away and was no longer attached to its intended bracket. Following that repair; we ground tested the aircraft to which the problem was not fixed. He then took apart the regulator to find it was coated in something he referred to as 'conductive paste' to my recollection. Once he cleaned that and reinstalled the regulator; the electrical system appeared to function normally/properly. While repairing the electrical issues; the mechanic also found an unrelated issue with the engine that could have posed a safety to flight issue; of which he corrected. All of which has been logged in the aircraft logs (can be provided). The aircraft had been through a pre-buy inspection from a licensed A&P out of ZZZ4 and the aircraft was signed off as good to fly (report can be provided).In regard to what can be done to prevent the occurrence; I am unsure of the long-term solution as I am not overly familiar with the maintenance certification process.Aircraft was being operated by two pilots.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.