Narrative:

My aircraft had a very long idle time from startup to takeoff. In addition; this aircraft is not generally flown with great regularity and had not been flown in 5 days. The amp meter was discharging (as it normally does at low RPM). Once cleared for takeoff by ads tower; I added full power and pulled up on the gear handle after rotation. The white 'in-transit' light went on and stayed on; and I could not get the normal climb out speed on takeoff. I assumed that the gear was half-retracted. On turn out to the east; ads tower asked me if my transponder was 'on.' I then noticed that my second radio; transponder and autoplt were not illuminated and not operating. My garmin 430 was still operating; and I replied to the tower that I needed to stay in the pattern to land and troubleshoot the electrical problems on the ground. The tower could not hear my xmissions. I climbed to 2500 ft MSL and noticed that the amp meter was still discharging. I headed northeast toward tki. I disengaged the circuit breaker and attempted to hand crank the gear down; but was unable to get 3 green lights. During this time; I entered tki's class D airspace. I then headed north of tki to continue to work on the gear problem with the hopes of landing at tki. I engaged the circuit breaker and 3 green lights appeared. I continued to try to contact tki; but could not hear the ATIS; nor establish contact with the tower. The second radio came back on line; as well as the transponder and autoplt. I mistakenly squawked 7700 to indicate a communication failure (instead of 7600). Within a min; I was able to contact the tki tower to indicate that I had had electrical problems but that everything now appeared in order. I then advised the tower that I was going to squawk 1200 and contact approach on 124.25 to the approach into ads. While the radios worked fine; both tki and approach indicated my transponder was not reporting my altitude. I landed at ads without any further trouble. After landing; I discussed the situation with the aircraft owner and my instructor in the aircraft. We discussed the need to turn off the second radio and transponder; and to idle at a higher than normal RPM when faced with a long idle time. My anxiety at what I perceived to be a developing emergency situation caused me to lose focus and fly into tki airspace. I am going to review all emergency procedures for this aircraft. Finally; I have reviewed the transponder codes to avoid making that mistake in the future.

Google
 

Original NASA ASRS Text

Title: BE36 PLT HAS ELECTRICAL PROB AND PENETRATES TKI AIRSPACE WITHOUT CLRNC WHILE TROUBLESHOOTING.

Narrative: MY ACFT HAD A VERY LONG IDLE TIME FROM STARTUP TO TKOF. IN ADDITION; THIS ACFT IS NOT GENERALLY FLOWN WITH GREAT REGULARITY AND HAD NOT BEEN FLOWN IN 5 DAYS. THE AMP METER WAS DISCHARGING (AS IT NORMALLY DOES AT LOW RPM). ONCE CLRED FOR TKOF BY ADS TWR; I ADDED FULL PWR AND PULLED UP ON THE GEAR HANDLE AFTER ROTATION. THE WHITE 'IN-TRANSIT' LIGHT WENT ON AND STAYED ON; AND I COULD NOT GET THE NORMAL CLBOUT SPD ON TKOF. I ASSUMED THAT THE GEAR WAS HALF-RETRACTED. ON TURN OUT TO THE E; ADS TWR ASKED ME IF MY XPONDER WAS 'ON.' I THEN NOTICED THAT MY SECOND RADIO; XPONDER AND AUTOPLT WERE NOT ILLUMINATED AND NOT OPERATING. MY GARMIN 430 WAS STILL OPERATING; AND I REPLIED TO THE TWR THAT I NEEDED TO STAY IN THE PATTERN TO LAND AND TROUBLESHOOT THE ELECTRICAL PROBS ON THE GND. THE TWR COULD NOT HEAR MY XMISSIONS. I CLBED TO 2500 FT MSL AND NOTICED THAT THE AMP METER WAS STILL DISCHARGING. I HEADED NE TOWARD TKI. I DISENGAGED THE CIRCUIT BREAKER AND ATTEMPTED TO HAND CRANK THE GEAR DOWN; BUT WAS UNABLE TO GET 3 GREEN LIGHTS. DURING THIS TIME; I ENTERED TKI'S CLASS D AIRSPACE. I THEN HEADED N OF TKI TO CONTINUE TO WORK ON THE GEAR PROB WITH THE HOPES OF LNDG AT TKI. I ENGAGED THE CIRCUIT BREAKER AND 3 GREEN LIGHTS APPEARED. I CONTINUED TO TRY TO CONTACT TKI; BUT COULD NOT HEAR THE ATIS; NOR ESTABLISH CONTACT WITH THE TWR. THE SECOND RADIO CAME BACK ON LINE; AS WELL AS THE XPONDER AND AUTOPLT. I MISTAKENLY SQUAWKED 7700 TO INDICATE A COM FAILURE (INSTEAD OF 7600). WITHIN A MIN; I WAS ABLE TO CONTACT THE TKI TWR TO INDICATE THAT I HAD HAD ELECTRICAL PROBS BUT THAT EVERYTHING NOW APPEARED IN ORDER. I THEN ADVISED THE TWR THAT I WAS GOING TO SQUAWK 1200 AND CONTACT APCH ON 124.25 TO THE APCH INTO ADS. WHILE THE RADIOS WORKED FINE; BOTH TKI AND APCH INDICATED MY XPONDER WAS NOT RPTING MY ALT. I LANDED AT ADS WITHOUT ANY FURTHER TROUBLE. AFTER LNDG; I DISCUSSED THE SITUATION WITH THE ACFT OWNER AND MY INSTRUCTOR IN THE ACFT. WE DISCUSSED THE NEED TO TURN OFF THE SECOND RADIO AND XPONDER; AND TO IDLE AT A HIGHER THAN NORMAL RPM WHEN FACED WITH A LONG IDLE TIME. MY ANXIETY AT WHAT I PERCEIVED TO BE A DEVELOPING EMER SITUATION CAUSED ME TO LOSE FOCUS AND FLY INTO TKI AIRSPACE. I AM GOING TO REVIEW ALL EMER PROCS FOR THIS ACFT. FINALLY; I HAVE REVIEWED THE XPONDER CODES TO AVOID MAKING THAT MISTAKE IN THE FUTURE.

Data retrieved from NASA's ASRS site as of January 2009 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.