Narrative:

Weather in northeast [was] deteriorating while en route. Original plan was to pick up friend at then continue on to the new york area. With weather reporting at minimums; I decided to divert. In the vicinity of the new york area; I was informed that there was a ground stop in effect at my destination and offered either a hold or diversion. I picked up the weather east of new york; found the ILS approach would be to minimums and advised that is where I would like to go. While receiving vectors for the ILS there; I deployed speed brakes since I was very high. When I went to retract the speed brakes; the port (left) set did not retract; creating a very noticeable asymmetric drag condition. I cycled the speed brakes many times without luck and was waiting for a break with the very busy approach to alert them of my issue; but then they finally retracted. Ok; I thought. I just won't use them anymore and will get them looked at when on the ground. Inbound on the ILS; I never received a glideslope. I knew the airport was at minimums for the ILS; so there would be no way a localizer approach would get me in. At that time; I started losing the localizer even though my HSI was showing me locked on heading. A few moments later; I got a heading flag in the HSI and informed tower I had an instrument issue and would need to go missed. I informed them I wanted a heading and altitude to take some time to think this through and that I may need a surveillance approach (although I mistakenly called it a 'contact' approach; the controller knew what I meant). I was assigned 3;000 ft and I don't recall the heading. While climbing out on the missed; I noticed my attitude indicator was showing a slight turn to the left; when in fact my other instruments were showing a steep turn to the right. I did my best to hold the airplane straight and level while pulling up xm weather and looking for an option with VFR conditions or at least better IFR conditions. My backup CDI is only interfaced with an old GPS (something I had made an appointment with an avionics shop to have changed); so my only CDI was the one in my HSI which was spinning around as it felt like it. I tried to un-slave and manually adjust the card but this did nothing. I quickly realized and confirmed with ATC that my only options for decent weather; (2;000 ft or better); was far west where there was a significant tail wind. I would have landed with approximately 30 gallons of fuel (almost 2 hours cruise); but having diverted; and done a missed approach; I was quickly burning through that fuel. I did not have enough fuel to make it to an airport with good weather. I decided that an airport southwest of me would be my best option due to the conditions being reported at 800 overcast and 2 mile visibility (the best out of anywhere in the northeast). I set up for a surveillance approach; but it was bumpy in the clouds and the compass would swing 30 degrees in the turbulence. I had a difficult time holding a heading. I also knew that if I did not get a glideslope; I would have to descend below localizer minimums due to the weather. The controller brought me in with the surveillance approach; but I had a difficult time holding a heading and the localizer needle was spinning around on the HSI card; making it that much more difficult. I never received a glideslope; and reported as such. I descended to and started to break out at 500 ft AGL; could make out some lights but not the runway. I was informed that I was setting off low altitude alert and at that time I immediately saw trees with some lights. I pulled up sharply and estimated that I cleared the terrain by no more than 10 ft. I was told that the runway was behind me. I told him I would be doing a 180 to try and line back up. I saw a pond; asked ATC to immediately tell me the relation of the pond to the airport. The controller told me it was a river and to follow it to the airport. Within 1 mile was over the airport and saw runway lights. Cloudswere broken 500 AGL and approximately 0.5 mile visibility; which was quite a bit worse than reported. Coming over the approach end of the runway; I looked over to see a red unsafe indication on the gear. I informed ATC. I then cycled the gear up and back down with no change. I ran my hand over the circuit breakers and felt none popped. I tried to cycle the switch one more time. I then informed ATC I still had an unsafe indicator and I could not go around because of the weather conditions that I was almost out of runway and had to put it down. He advised do whatever you have to do. The gear was definitely part way out as evidenced in photos later. I believe it to been approximately half way out and collapsed with the weight of the aircraft. I would not have had time nor been able to crank the gear in the circumstances that I was faced with. Just holding a heading in IMC was very challenging. At first I believed I had a gyro or vacuum issue; as that was how the failed instruments were behaving. After speaking with my mechanic; I now believe it to have been an electrical problem (which explains the speed brakes and gear issue; as well as the HSI which is electric; the KI256 attitude indicator and flight director; and the glideslope issues). I went back to the aircraft the next day and turned the master on to discover 10 volts in the battery. The strange thing is; I never had a problem with lights; radios; GPS; or transponder and I flew for 20 minutes after the sign of the first problem. I did not even look at the voltage as I had convinced myself I had a gyro issue. I do not believe if I had discovered the cause; that the outcome would have been much different. It is always a calculated risk to fly a single engine airplane in low IFR at night; but I had no reason to believe that I would have any problem flying an ILS approach to minimums. I am a proficient instrument pilot; regularly fly approaches to minimums in a variety of aircraft.

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Original NASA ASRS Text

Title: A Bonanza pilot attempted to land in the New York area but low visibility forced him further west where; with an unknown electrical problem; his instruments failed so during a surveillance approach he nearly collided with trees and upon landing a partially extended gear collapsed.

Narrative: Weather in northeast [was] deteriorating while en route. Original plan was to pick up friend at then continue on to the New York area. With weather reporting at minimums; I decided to divert. In the vicinity of the New York area; I was informed that there was a ground stop in effect at my destination and offered either a hold or diversion. I picked up the weather east of New York; found the ILS approach would be to minimums and advised that is where I would like to go. While receiving vectors for the ILS there; I deployed speed brakes since I was very high. When I went to retract the speed brakes; the port (left) set did not retract; creating a very noticeable asymmetric drag condition. I cycled the speed brakes many times without luck and was waiting for a break with the very busy approach to alert them of my issue; but then they finally retracted. OK; I thought. I just won't use them anymore and will get them looked at when on the ground. Inbound on the ILS; I never received a glideslope. I knew the airport was at minimums for the ILS; so there would be no way a localizer approach would get me in. At that time; I started losing the localizer even though my HSI was showing me locked on heading. A few moments later; I got a heading flag in the HSI and informed Tower I had an instrument issue and would need to go missed. I informed them I wanted a heading and altitude to take some time to think this through and that I may need a surveillance approach (although I mistakenly called it a 'contact' approach; the Controller knew what I meant). I was assigned 3;000 FT and I don't recall the heading. While climbing out on the missed; I noticed my attitude indicator was showing a slight turn to the left; when in fact my other instruments were showing a steep turn to the right. I did my best to hold the airplane straight and level while pulling up XM weather and looking for an option with VFR conditions or at least better IFR conditions. My backup CDI is only interfaced with an old GPS (something I had made an appointment with an avionics shop to have changed); so my only CDI was the one in my HSI which was spinning around as it felt like it. I tried to un-slave and manually adjust the card but this did nothing. I quickly realized and confirmed with ATC that my only options for decent weather; (2;000 FT or better); was far west where there was a significant tail wind. I would have landed with approximately 30 gallons of fuel (almost 2 hours cruise); but having diverted; and done a missed approach; I was quickly burning through that fuel. I did not have enough fuel to make it to an airport with good weather. I decided that an airport southwest of me would be my best option due to the conditions being reported at 800 overcast and 2 mile visibility (the best out of anywhere in the northeast). I set up for a surveillance approach; but it was bumpy in the clouds and the compass would swing 30 degrees in the turbulence. I had a difficult time holding a heading. I also knew that if I did not get a glideslope; I would have to descend below localizer minimums due to the weather. The Controller brought me in with the surveillance approach; but I had a difficult time holding a heading and the localizer needle was spinning around on the HSI card; making it that much more difficult. I never received a glideslope; and reported as such. I descended to and started to break out at 500 FT AGL; could make out some lights but not the runway. I was informed that I was setting off low altitude alert and at that time I immediately saw trees with some lights. I pulled up sharply and estimated that I cleared the terrain by no more than 10 FT. I was told that the runway was behind me. I told him I would be doing a 180 to try and line back up. I saw a pond; asked ATC to immediately tell me the relation of the pond to the airport. The Controller told me it was a river and to follow it to the airport. Within 1 mile was over the airport and saw runway lights. Cloudswere broken 500 AGL and approximately 0.5 mile visibility; which was quite a bit worse than reported. Coming over the approach end of the runway; I looked over to see a red unsafe indication on the gear. I informed ATC. I then cycled the gear up and back down with no change. I ran my hand over the circuit breakers and felt none popped. I tried to cycle the switch one more time. I then informed ATC I still had an unsafe indicator and I could not go around because of the weather conditions that I was almost out of runway and had to put it down. He advised do whatever you have to do. The gear was definitely part way out as evidenced in photos later. I believe it to been approximately half way out and collapsed with the weight of the aircraft. I would not have had time nor been able to crank the gear in the circumstances that I was faced with. Just holding a heading in IMC was very challenging. At first I believed I had a gyro or vacuum issue; as that was how the failed instruments were behaving. After speaking with my mechanic; I now believe it to have been an electrical problem (which explains the speed brakes and gear issue; as well as the HSI which is electric; the KI256 attitude indicator and flight director; and the glideslope issues). I went back to the aircraft the next day and turned the master on to discover 10 volts in the battery. The strange thing is; I never had a problem with lights; radios; GPS; or transponder and I flew for 20 minutes after the sign of the first problem. I did not even look at the voltage as I had convinced myself I had a gyro issue. I do not believe if I had discovered the cause; that the outcome would have been much different. It is always a calculated risk to fly a single engine airplane in low IFR at night; but I had no reason to believe that I would have any problem flying an ILS approach to minimums. I am a proficient instrument pilot; regularly fly approaches to minimums in a variety of aircraft.

Data retrieved from NASA's ASRS site as of July 2013 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.