A PLT FERRYING A BE36 EXPERIENCED ELECTRICAL COMPONENT FAILURES AFTER TKOF AND HAD AN ALT DEV WHILE TROUBLESHOOTING THE CAUSE.

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I AM A SELF-EMPLOYED COMMERCIAL FERRY PLT. I AM TYPICALLY HIRED BY NEW ACFT OWNERS OR ACFT BROKERS TO RELOCATE ACFT THROUGHOUT NORTH AMERICA. I ARRIVED AT ZZZ EARLY IN THE AFTERNOON. I HAD BEEN HIRED TO RELOCATE A NEWLY PURCHASED BEECHCRAFT A36 BONANZA FROM ZZZ TO ZZZ1. THE WX WAS GOOD WITH MOSTLY CLOUDY SKIES; HOT; STEADY WIND FROM THE S; AND WX FORECASTED TO DETERIORATE LATER IN THE AFTERNOON. WHEN I ARRIVED MY PREFLT PREPARATION BEGAN AS USUAL. I FIRST MET WITH THE ACFT BROKER THAT WAS RESPONSIBLE FOR THE SALE OF THE ACFT. AS USUAL; I INQUIRED ABOUT ANY KNOWN DISCREPANCIES WITH THE ACFT. BROKER STATED; 'I AM NOT AWARE OF ANY.' I THEN REQUESTED TO REVIEW THE ACFT LOGBOOKS TO VERIFY FAR PART 91 ACFT INSPECTION REQUIREMENTS. I DETERMINED THAT THE ACFT COMPLIED WITH ALL PART 91 REQUIREMENTS TO INCLUDE: ANNUAL INSPECTION; ATC XPONDER INSPECTION; ALTIMETER INSPECTION; PITOT-STATIC CHK; AND ELT BATTERIES REPLACED. THE LAST KNOWN FLT OF THE ACFT WAS APPROX 2 WKS PRIOR. MY PREFLT PREPARATION CONTINUED BY REVIEWING THE ACFT POH. THE REVIEW CONSISTED OF ACFT SYS; EMER PROCS; AND ACFT PERFORMANCE. I DETERMINED MY RANGE PROFILE AND CONFIRMED THAT THE ACFT WOULD BE WITHIN THE PRESCRIBED WT AND BAL LIMITATIONS. THE NEXT PHASE OF THE PREFLT PREPARATION WAS THE FLT PLANNING PHASE. I HAD PLANNED TO FILE AN IFR FLT PLAN. THE WX PROGNOSIS FOR TX WAS MARGINAL FOR VFR CONDITIONS; SO I ELECTED TO FLY A SHORTER AND MORE CONSERVATIVE RTE. THIS DECISION WAS TO ASSURE ADEQUATE FUEL ONBOARD IN THE EVENT THAT I WILL NEED TO DIVERT TO ANOTHER ARPT DUE TO WX. ALTHOUGH THIS ACFT IS EQUIPPED WITH AN IFR CERTIFIED GARMIN 430 GPS; I ELECTED TO FILE A PLAN USING LOW ALT VICTOR AIRWAYS. THIS WILL SERVE AS A CONTINGENCY FORM OF NAV AS OPPOSED TO RELYING SOLELY ON GPS NAV. THE LAST PHASE OF THE PREFLT PREPARATION WAS THE PREFLT INSPECTION. I CONDUCTED A THOROUGH PREFLT INSPECTION IN ACCORDANCE WITH THE MANUFACTURER'S RECOMMENDED GUIDELINES. NO DISCREPANCIES WERE NOTED DURING THE INSPECTION AND I DETERMINED THE ACFT WAS READY FOR A SAFE FLT. FLT: I OBTAINED MY IFR CLRNC FROM ZZZ CLRNC DELIVERY. I BEGAN MY TKOF ROLL ON RWY XX. AS THE ACFT ACCELERATED I PERFORMED A XCHK OF ALL ENG INSTS. ALL ENG INSTS WERE NORMAL. AFTER ROTATION I BEGAN A NORMAL CLB FOR 5000 FT. I ENGAGED THE AUTOPLT FOR A R TURN TO HDG 300 DEGS. THE AUTOPLT WAS FUNCTIONING AS EXPECTED. I PERFORMED MY CLB CHKLIST AND ANOTHER INST XCHK. HOWEVER; THIS XCHK REVEALED THAT THE CYLINDER TEMP AND THE OIL TEMP GAUGE WERE NOW INOP. I CONTACTED DEP AND THEY RESPONDED THAT THEY WERE NOT RECEIVING MY XPONDER. I VERIFIED THAT MY XPONDER WAS SELECTED TO 'ALT.' I THEN RECYCLED THE XPONDER. I INQUIRED WITH ATC IF THEY WERE RECEIVING MY XPONDER. ATC RESPONDED; 'WE ARE RECEIVING YOUR XPONDER BUT WITH NO MODE C.' SUDDENLY; THE AUTOPLT BEGAN AN UNCOMMANDED TURN TO THE L PRIOR TO REACHING HDG 300 DEGS. I REACTED BY DISENGAGING THE AUTOPLT AND CONTINUED TO FLY THE ACFT MANUALLY. IN ANTICIPATION OF INTERCEPTING THE 320 DEG RADIAL INTO ZZZ VORTAC. I ALSO NOTICED THAT MY NAV #1 RADIO HAD A FLAG INDICATING THAT IT WAS NOT RECEIVING THE ZZZ VORTAC. I VERIFIED THE FREQ; PROGRAMMED THE NAV #2 RADIO TO THE ZZZ VORTAC; AND ATTEMPTED TO IDENT THE AUDIBLE VORTAC CODE. AS THIS WAS TAKING PLACE; DEP HAD ME TURN A HDG FOR A VECTOR OVER ZZZ1 VORTAC. WITHIN THE FIRST 3-4 MINS OF THE FLT; I HAD EXPERIENCED AN AUTOPLT FAILURE; ENG INST FAILURE; XPONDER FAILURE; AND A NAV #1 AND NAV #2 FAILURE. OBVIOUSLY; I SUSPECTED SOME FORM OF ELECTRICAL MALFUNCTION. I BEGAN TO TROUBLESHOOT THE PROBS I WAS EXPERIENCING AND CONTEMPLATED IF IT WOULD BE NECESSARY TO RETURN TO ZZZ. I ELECTED TO CONTINUE TOWARD ZZZ2 WITH THE IDEA THAT IF AN EMER LNDG WAS NECESSARY; ZZZ2 HAS EMER EQUIP LOCATED AT THE ARPT FOR ASSISTANCE. I HAD NOT YET DECLARED AN EMER AS I WAS STILL ATTEMPTING TO DIAGNOSE THE SITUATION. I DID NOT SMELL ANY UNUSUAL ELECTRICAL ODORS IN THE CABIN. I WAS UNABLE TO LOCATE ANY TRIPPED CIRCUIT BREAKERS. I OBSERVED MY AMMETER GAUGE WHICH APPEARED TOBE FUNCTIONING NORMALLY WITH NO OBVIOUS OVER-VOLTAGE PROBS. I WAS APPROX 1-2 MI FROM ZZZ2 ARPT AND I WAS CONSUMED WITH ATTEMPTING TO REMEDY OR DIAGNOSE THE PROBS I HAD EXPERIENCED. AT THIS TIME; I WAS CONTACTED BY ATC. 'BONANZA; SAY YOUR ALT?' I'M NOT SURE OF MY THOUGHT PROCESS; BUT I THOUGHT I HAD BEEN CLRED TO CLB TO 7000 FT INSTEAD OF 5000 FT. I RESPONDED; 'I AM CLBING THROUGH 6300 FT.' THE CTLR NOTED THE DISCREPANCY AND RPTED; 'YOU WERE ONLY CLRED TO 5000 FT. EXPEDITE YOUR DSCNT DOWN TO 5000 FT FOR TFC.' I REPLIED WITH THE MISCONCEPTION THAT I HAD BEEN CLRED TO 7000 FT; AND I PERFORMED AN EMER DSCNT TO 5000 FT. AFTER XING ZZZ2 AND DETERMINING THAT MY NAV #1 AND NAV #2 WERE INOP; I COUPLED THE HSI TO THE GARMIN 430 GPS. I SOON REALIZED YET ANOTHER DISCREPANCY. THE MAP ON THE GARMIN 430 INDICATED THAT I WAS R OFF COURSE. HOWEVER; THE HSI WAS CTRED TO INDICATE THAT I WAS ON THE CORRECT FLT PATH. ATC THEN GAVE ME VECTORS TO INTERCEPT. I MADE THE DETERMINATION THAT MY ONLY RELIABLE NAV WAS THE GARMIN 430. I VERIFIED BY RELAYING TO ATC MY APPARENT PROB AND I RECONFIRMED WITH ATC THAT I WAS ON COURSE. I WAS FLYING ON AN IFR FLT PLAN IN VMC CONDITIONS. THEREFORE; I DETERMINED THAT THE ACFT WAS STILL AIRWORTHY ACCORDING TO FAR 91.700. I HAD NO OTHER PAX ON BOARD; AND I STILL HAD RELIABLE GPS NAV. THEREFORE; I DETERMINED THAT I COULD SAFELY PROCEED UNDER VMC CONDITIONS. I RPTED THE PROBS THAT I HAD EXPERIENCED WITH OTHER CTLRS ALONG MY RTE AND ADVISED THAT I WOULD PREFER TO STAY 'OUT OF THE SOUP;' MEANING THAT I WOULD PREFER TO REMAIN VMC DURING THE FLT. I LANDED AT ZZZ1 UNDER A VISUAL APCH WITHOUT FURTHER INCIDENT. THE LESSONS LEARNED: I LEARNED MORE DURING THIS FLT THAN ANY OTHER FLT TO DATE. FIRST OF ALL; I ACKNOWLEDGE THAT THE ACFT SHALL ALWAYS REMAIN IN POSITIVE CTL OF THE PIC. REGARDLESS OF DISTRS; THE PIC IS RESPONSIBLE FOR THE SAFE OP OF THE ACFT AND SHALL COMPLY WITH ATC CLRNCS. I HAVE ALSO LEARNED THAT IF I DETERMINE THAT I AM EXPERIENCING AN IMMINENT EMER; I SHOULD NOT HESITATE TO DECLARE AN EMER WITH ATC AND RETURN FOR LNDG. A DECLARED EMER IS THE ONLY EXCUSE TO EVER DEVIATE FROM AN ATC DIRECTIVE. IN ORDER TO COMPLY WITH FEDERAL AND PERSONAL SAFETY STANDARDS; I SHOULD NEVER HESITATE TO RETURN TO THE ARPT OF DEP TO FURTHER EVAL ANY ACFT DISCREPANCIES. FINALLY; I HAVE SINCE IMPOSED A NEW SOP FOR FERRYING ACFT. I WILL NO LONGER FLY A LONG XCOUNTRY FLT UNDER 'GOOD FAITH' THAT THE ACFT IS IN SOUND FLYING CONDITION. PRIOR TO ANY XCOUNTRY FLT; I WILL FIRST CONDUCT A THOROUGH TEST FLT TO ASSURE THAT ALL SYS ARE FUNCTIONING NORMALLY AND THE ACFT IS IN AIRWORTHY CONDITION FOR A SAFE FLT.