Narrative:

This flight started out as a time to work on learning the bonanza's glass instruments and using them to practice IFR approaches. While doing this I would also complete the landing requirements for insurance.we approached the plane and everything looked normal. I opened the rear cabin doors and set down my flight bag to remove the planes checklist and my headphones.I open the main cockpit door and climb into the left seat and hook up my headphones and open the small pilot window. After opening the window the external preflight was started. I turn on the battery and lights while the instructor checked the lights and stall warning were functioned properly. Walk around checklist completed both flight instructor and I; oil checked and at 10 quarts; fuel drained checked under both wings and lower left fuselage. Hobbs and tach time was taken and the instructor wrote the beginning times in the hobbs and tach time log. The instructor noticed that there was a discrepancy from the last entry and our beginning time. I took a photo of our beginning hobbs and tach time. For proof of the lack of a prior flight being entered.the plane cockpit preflight checklist was completed. Ground was called to get permission to taxi. Ground cleared us to the runway stopping in the run-up area to complete the run-up. After run-up the radio was switched to tower. Tower was called for takeoff. Tower cleared us for takeoff and asked for direction of flight. They were told that we were staying in pattern for approaches. The flight instructor; corrected the call telling them we are going to do approaches; beginning with the RNAV approach. We were cleared for right hand traffic. After liftoff the gear was brought up and after climbing out a right hand turn started. I told the instructor during the climb out that I started not being able to hear the tower well. He made radio calls while checking the radio settings and getting me able to better hear the tower. Tower started vectoring us outbound from the airport; then told us head to the IAF for procedure turn inbound. We were also given the altitude of 3000 feet. So; during climb out; while making our right turn; being vectored and given altitude the instructor had to help make the call backs to the tower because my radio wasn't clear. I made a couple of call backs; but when pressing the mic switch I could not hear my calling over my headset. The instructor had to tell me what the tower instructions were that I did not hear completely. We climbed to 3000 feet. Heading southeast while climbing. We reached 3000 feet and then shortly after we were told by the tower that we could head to the IAF. We went direct and did a left procedure turn back at 3000 feet. We crossed the FAF on final approach and started slow descent for 2200 feet. I started slowing the plane down and dropped the first setting of flaps. Descent continued and we were slow enough to extend the gear. The instructor said to drop the gear to help aid in descent. I put the gear lever in the down position; the gear down lights started to light up. The gear started transitioning down; I could hear and feel it extending. I looked up after the three green lights had started coming on to keep flying the plane and do instrument scan.within 15-30 seconds after going gear down we had complete radio failure and/or electrical failure. The aspen stayed lit up. The instructor tried to restart the radios and electronics. I told the instructor to squawk radio failure. He set up the old transponder to 7600 and started flashing our lights to signal the tower. He also tried to call/text the flight school and have them call the tower to tell them we had radio/electrical failure. He didn't get through. He then continued to flash the lights.I continued to fly the plane. I had visual of the airport and started flying with the gauge airspeed indicator and altimeter. We were about two-three miles away from the threshold and I placedthe last notch of flaps after the radios and electrical had failed.I aimed for just before the numbers and powered to cross over the threshold. We crossed the threshold and started flaring. During flare the plane started to float and I adjusted with power and manipulating the yoke. We floated for seemed like twenty to thirty yards; just over the numbers. The plane then started down to touch landing gear.I felt the plane touch down on the left landing gear and we rolled for a distance. I started lowering the nose. Once the nose started down the plane collapsed down past the normal landing position; then collapsed down on the nose and right wing with the left wing angled upward. All the time after nose hitting down we slid forward veering to the right until coming to a complete stop.once we stopped it took us a moment to collect ourselves as to what happened. The instructor and I looked at each other as to what happened. The instructor stated that he could smell fire and for us to get out. I looked up and did a visual of what I could see of the plane externally and at the panel. I didn't see any smoke or fire and grabbed our headsets. I cleared the plane turned around and saw that there was no smoke or flames and headed back to the plane to get my flight bag out of the rear cabin. The instructor was standing away from the plane. I then went to the side of the runway and stood away from the plane with him. A gentleman from the airport came to the site within a couple of minutes. He gathered information on what occurred; our contact information and asked to see our pilot's license. Once he was finished the instructor and I began taking photographs externally and internally of the aircraft. The fire department came and we went and stood by their truck; by their invitation; to have a block from the wind. While we were with them the gentleman from the airport started to take photos with his cellphone; but then came up to us to tell us he needed to head back to his office to get a better camera to take photos. When he returned he began and completed his photographs. The entire time he was gone we were with the firemen and away from the plane. The instructor asked him to follow him to the plane so that he could take photos of the breakers. No breakers had popped due to the radio/electronics failure.

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Original NASA ASRS Text

Title: Bonanza 36 pilot under instruction experiences electrical failure shortly after the landing gear is extended during approach. The approach is continued to landing where the gear collapses after a short roll.

Narrative: This flight started out as a time to work on learning the Bonanza's glass instruments and using them to practice IFR approaches. While doing this I would also complete the landing requirements for insurance.We approached the plane and everything looked normal. I opened the rear cabin doors and set down my flight bag to remove the planes checklist and my headphones.I open the main cockpit door and climb into the left seat and hook up my headphones and open the small pilot window. After opening the window the external preflight was started. I turn on the battery and lights while the Instructor checked the lights and stall warning were functioned properly. Walk around checklist completed both flight instructor and I; oil checked and at 10 quarts; fuel drained checked under both wings and lower left fuselage. Hobbs and tach time was taken and the Instructor wrote the beginning times in the Hobbs and tach time log. The Instructor noticed that there was a discrepancy from the last entry and our beginning time. I took a photo of our beginning Hobbs and tach time. For proof of the lack of a prior flight being entered.The plane cockpit preflight checklist was completed. Ground was called to get permission to Taxi. Ground cleared us to the runway stopping in the run-up area to complete the run-up. After run-up the radio was switched to tower. Tower was called for takeoff. Tower cleared us for takeoff and asked for direction of flight. They were told that we were staying in pattern for approaches. The flight instructor; corrected the call telling them we are going to do approaches; beginning with the RNAV approach. We were cleared for right hand traffic. After liftoff the gear was brought up and after climbing out a right hand turn started. I told the Instructor during the climb out that I started not being able to hear the tower well. He made radio calls while checking the radio settings and getting me able to better hear the tower. Tower started vectoring us outbound from the airport; then told us head to the IAF for procedure turn inbound. We were also given the altitude of 3000 feet. So; during climb out; while making our right turn; being vectored and given altitude the Instructor had to help make the call backs to the tower because my radio wasn't clear. I made a couple of call backs; but when pressing the mic switch I could not hear my calling over my headset. The Instructor had to tell me what the tower instructions were that I did not hear completely. We climbed to 3000 feet. Heading southeast while climbing. We reached 3000 feet and then shortly after we were told by the tower that we could head to the IAF. We went direct and did a left procedure turn back at 3000 feet. We crossed the FAF on final approach and started slow descent for 2200 feet. I started slowing the plane down and dropped the first setting of flaps. Descent continued and we were slow enough to extend the gear. The Instructor said to drop the gear to help aid in descent. I put the gear lever in the down position; the gear down lights started to light up. The gear started transitioning down; I could hear and feel it extending. I looked up after the three green lights had started coming on to keep flying the plane and do instrument scan.Within 15-30 seconds after going gear down we had complete radio failure and/or electrical failure. The Aspen stayed lit up. The Instructor tried to restart the radios and electronics. I told The Instructor to squawk radio failure. He set up the old transponder to 7600 and started flashing our lights to signal the tower. He also tried to call/text the flight school and have them call the tower to tell them we had radio/electrical failure. He didn't get through. He then continued to flash the lights.I continued to fly the plane. I had visual of the airport and started flying with the gauge airspeed indicator and altimeter. We were about two-three miles away from the threshold and I placedthe last notch of flaps after the radios and electrical had failed.I aimed for just before the numbers and powered to cross over the threshold. We crossed the threshold and started flaring. During flare the plane started to float and I adjusted with power and manipulating the yoke. We floated for seemed like twenty to thirty yards; just over the numbers. The plane then started down to touch landing gear.I felt the plane touch down on the left landing gear and we rolled for a distance. I started lowering the nose. Once the nose started down the plane collapsed down past the normal landing position; then collapsed down on the nose and right wing with the left wing angled upward. All the time after nose hitting down we slid forward veering to the right until coming to a complete stop.Once we stopped it took us a moment to collect ourselves as to what happened. The Instructor and I looked at each other as to what happened. The Instructor stated that he could smell fire and for us to get out. I looked up and did a visual of what I could see of the plane externally and at the panel. I didn't see any smoke or fire and grabbed our headsets. I cleared the plane turned around and saw that there was no smoke or flames and headed back to the plane to get my flight bag out of the rear cabin. The Instructor was standing away from the plane. I then went to the side of the runway and stood away from the plane with him. A gentleman from the airport came to the site within a couple of minutes. He gathered information on what occurred; our contact information and asked to see our pilot's license. Once he was finished the Instructor and I began taking photographs externally and internally of the aircraft. The fire department came and we went and stood by their truck; by their invitation; to have a block from the wind. While we were with them the gentleman from the airport started to take photos with his cellphone; but then came up to us to tell us he needed to head back to his office to get a better camera to take photos. When he returned he began and completed his photographs. The entire time he was gone we were with the firemen and away from the plane. The Instructor asked him to follow him to the plane so that he could take photos of the breakers. No breakers had popped due to the radio/electronics failure.

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.