Narrative:

During flight I observed the electronic instruments begin to fail. I was under an IFR flight plan at the time. The weather was severe clear so I decided to cancel IFR and climb to 10;500 and continue VFR while troubleshooting the odd indications of the instruments. After about an hour a couple other instruments began to fail and the amp meter started to show a discharge when it should show a charge. At that time I suspected an alternator failure. At that time my transponder failed. I realized my route of flight was going to take me directly into class B airspace so I elected to divert outside the mode C veil and continue to land at my destination.after referencing the pilot operating handbook I determined I would have to crank the gear down manually. I had a couple other airports that I could have diverted to but I elected to continue since I had family members on the ground at my destination that I could reach on the cell phone and utilize to make calls on the unicom frequency and ensure I would not be a hazard arriving in the traffic pattern NORDO. Approximately 5 miles from the field I began to manually lower the landing gear and was able to talk directly to the FBO via a phone relay with my wife through my blue tooth headphones. I made a pass over the runway utilizing the non-standard comm path to verify my gear was down. The personnel on the ground confirmed that the gear was down. I turned my battery on briefly to see if I could see the gear down light no light or instruments illuminated. I continued the approach based on mechanical and visual indications. Moments after touchdown the nose gear collapsed and the aircraft came to a stop about 100 yards passed the touch down point.

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Original NASA ASRS Text

Title: BE35 pilot experiences an alternator failure enroute and elects to continue to destination. The gear is cranked down and a low pass is made for ground observers to verify the gear was down; which it was. Upon landing the nose gear collapses.

Narrative: During flight I observed the electronic instruments begin to fail. I was under an IFR flight plan at the time. The weather was severe clear so I decided to cancel IFR and climb to 10;500 and continue VFR while troubleshooting the odd indications of the instruments. After about an hour a couple other instruments began to fail and the AMP meter started to show a discharge when it should show a charge. At that time I suspected an alternator failure. At that time my transponder failed. I realized my route of flight was going to take me directly into Class B airspace so I elected to divert outside the mode C veil and continue to land at my destination.After referencing the pilot operating handbook I determined I would have to crank the gear down manually. I had a couple other airports that I could have diverted to but I elected to continue since I had family members on the ground at my destination that I could reach on the cell phone and utilize to make calls on the Unicom frequency and ensure I would not be a hazard arriving in the traffic pattern NORDO. Approximately 5 miles from the field I began to manually lower the landing gear and was able to talk directly to the FBO via a phone relay with my wife through my blue tooth headphones. I made a pass over the runway utilizing the non-standard comm path to verify my gear was down. The personnel on the ground confirmed that the gear was down. I turned my battery on briefly to see if I could see the gear down light No light or instruments illuminated. I continued the approach based on mechanical and visual indications. Moments after touchdown the nose gear collapsed and the aircraft came to a stop about 100 yards passed the touch down point.

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.