Narrative:

After fueling and filing a flight plan; we conducted a thorough preflight inspection and the aircraft was found to be in airworthy condition. After departing and [being] given a clearance to our filed altitude of 5;000; we were turned on course via the ZZZ1 VOR. Approximately 10 NM from the ZZZ1 VOR; I noticed our radios began to grow weak and some of the electrical lightings inside the cockpit began to flicker. At this time I received the last transmission to contact center on what I believe was 125.25. I attempted to contact center several times but at this point my radios had completely gone blank. Our GPS was still working and gave readout of 10 NM to the next way point in our flight plan; which was the ZZZ1.I instructed my student to continue on course using the GPS and VOR's that were tuned in to navigate; with the intention to continue to our destination of ZZZ2. I then turned on my cell phone and sent a text message to my company facility manager; telling him that we'd experienced lost communications and that we were 45 minutes away from ZZZ2; with an estimated arrival time of xa:45 local time. I asked if he would please notify the ZZZ2 tower of our situation and ETA. A few minutes later he sent me a message back with the ZZZ2 altimeter and weather information. I placed 7600 on the transponder. Several minutes later our GPS navigation went out along with our transponder. We were in VMC with plenty of good visibility; and the weather forecast for ZZZ2 was VFR conditions; so I made the decision to continue to ZZZ2; an airport that I am very familiar with. A few miles later my company dispatch office confirmed that this is what they'd like me to do via text message. My facility manager notified me that he had contacted ZZZ2 tower and they were now aware of my situation. Along that particular airway there were only two airports that we saw; and as PIC I did not view either option as suitable. ZZZ2 has a 10;000 ft runway along with a tower and several instrument approaches; plus; this was what I had filed for in the beginning.it did not make much sense to deviate from the flight plan as long as I remained in VMC. I had told my student earlier that at the first sign of reduced weather conditions we would land immediately. Additionally; I thought about circling over ZZZ and landing there; however; ZZZ is a class C airport which was; at the time of failure; almost directly below our flight path and would have created much greater risk than simply continuing to my destination. Since we had the weather info; we planned for a left downwind entry to runway X at ZZZ2. We had the field in sight what I would estimate to be 20 NM away; and began our descent from last assigned altitude down to traffic pattern altitude approximately 5 NM from the airport. Almost immediately after we had descended from 3;000; we saw a steady green signal from out our left window; and continued our descent. We landed without event moments later. I think looking back the only thing I would change would be to have a backup radio on board. Had there been weather issues or high winds; it would have been a much more difficult situation. I am glad that I was able to communicate with ZZZ2 tower; albeit text message.

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Original NASA ASRS Text

Title: C172 instructor with student on an IFR training flight experiences electrical failure and communicates with his company via text message to inform ATC of the problem and intentions. Uneventful landing ensued at destination with a green light from the Tower.

Narrative: After fueling and filing a flight plan; we conducted a thorough preflight inspection and the aircraft was found to be in airworthy condition. After departing and [being] given a clearance to our filed altitude of 5;000; we were turned on course via the ZZZ1 VOR. Approximately 10 NM from the ZZZ1 VOR; I noticed our radios began to grow weak and some of the electrical lightings inside the cockpit began to flicker. At this time I received the last transmission to contact Center on what I believe was 125.25. I attempted to contact Center several times but at this point my radios had completely gone blank. Our GPS was still working and gave readout of 10 NM to the next way point in our flight plan; which was the ZZZ1.I instructed my student to continue on course using the GPS and VOR's that were tuned in to navigate; with the intention to continue to our destination of ZZZ2. I then turned on my cell phone and sent a text message to my company facility manager; telling him that we'd experienced lost communications and that we were 45 minutes away from ZZZ2; with an estimated arrival time of XA:45 local time. I asked if he would please notify the ZZZ2 Tower of our situation and ETA. A few minutes later he sent me a message back with the ZZZ2 altimeter and weather information. I placed 7600 on the transponder. Several minutes later our GPS navigation went out along with our transponder. We were in VMC with plenty of good visibility; and the weather forecast for ZZZ2 was VFR conditions; so I made the decision to continue to ZZZ2; an airport that I am very familiar with. A few miles later my company dispatch office confirmed that this is what they'd like me to do via text message. My facility manager notified me that he had contacted ZZZ2 Tower and they were now aware of my situation. Along that particular airway there were only two airports that we saw; and as PIC I did not view either option as suitable. ZZZ2 has a 10;000 FT runway along with a tower and several instrument approaches; plus; this was what I had filed for in the beginning.It did not make much sense to deviate from the flight plan as long as I remained in VMC. I had told my student earlier that at the first sign of reduced weather conditions we would land immediately. Additionally; I thought about circling over ZZZ and landing there; however; ZZZ is a Class C Airport which was; at the time of failure; almost directly below our flight path and would have created much greater risk than simply continuing to my destination. Since we had the weather info; we planned for a left downwind entry to Runway X at ZZZ2. We had the field in sight what I would estimate to be 20 NM away; and began our descent from last assigned altitude down to traffic pattern altitude approximately 5 NM from the airport. Almost immediately after we had descended from 3;000; we saw a steady green signal from out our left window; and continued our descent. We landed without event moments later. I think looking back the only thing I would change would be to have a backup radio on board. Had there been weather issues or high winds; it would have been a much more difficult situation. I am glad that I was able to communicate with ZZZ2 Tower; albeit text message.

Data retrieved from NASA's ASRS site as of April 2012 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.