Narrative:

We were filed and cleared to depart ZZZ1 to ZZZ2 but on climb out we had an electrical system failure. We engaged the backup electrical system which restored flight instruments and communications. Rather than continue the flight; we intended on returning to ZZZ1 and landing but were unable to get confirmation that our nose gear was fully extended. We performed a low pass for the tower to inspect and report and their assessment was also that the mains were out and locked but the nose gear was not locked (only down but dangling). We remained in the pattern and made two more low passes after trying emergency gear deployment procedures and were still unsuccessful in getting the nose gear locked. We informed ATC and were cleared to ZZZ3 or ZZZ4 at our option; where we have maintenance teams on the ground that could help troubleshoot. We had several hours of fuel on board and would arrive at either of those locations with approximately an hour and a half of fuel still. My passenger was able to confirm that we had the team on the ground and ready at ZZZ3. With no engine issue; lots of fuel; and functioning flight instruments; I believed it to be more prudent to try to get assistance that would have potentially solved the problem while in the air and avoided any emergency landing; airplane damage; and risk to myself and my passenger. We continued to troubleshoot in the cockpit during flight as we proceeded towards ZZZ3.approximately 30 minutes en route we got a low voltage warning; caused by the electrical failure preventing the backup system from keeping up with the electrical draw and draining the batteries. We requested an immediate diversion to the nearest suitable airport (ZZZ); only roughly 15 miles away; though we had to remain above the airport and spiral down (slowly to avoid exceeding gear down speed) for an estimated 10 minutes because we were at FL210 already when we requested the diversion and descent. With the electrical system now potentially compromised for flight instruments and communications I did not want to continue to ZZZ3 (which would have required overflying bravo airspace potentially without communications) nor even glide towards our destination and chose an airport closer to ZZZ3 as we got down to a lower altitude; I wanted to be at an airport that I was able to fully discuss the situation with in advance in case we had a loss of communication before landing. As we approached a landing pattern altitude and were cleared to land (we had long before [advised ATC] and requested that the emergency service vehicles be deployed to the runway) we were told by the tower that they believed we had all our landing gear down. However; we were still skeptical and thought it prudent to land assuming we had only mains and no nose gear. As such we made sure all electrical things other than flight instruments and communications were off; fully feathered the propeller and shut down the engine as we came over the runway threshold; and landed with no flaps to also not use any remaining hydraulic pressure that might help ensure the gear deployment's success. We touched down delicately on the mains and held the nose off as long as possible but the nose gear was presumably not locked (we do not believe it failed; we presume it was simply not fully forward to lock). As a result we damaged two propeller blades and suffered minor scrapes on the underside of the nose of the plane; and also two small cracks in the upper cowling from the impact of the exhaust stacks hitting that when the propeller struck the pavement. The third propeller blade never touched the ground. We skidded to a stop at the edge of the runway; with no injuries or further damage so far as we can tell at this point in time (prior to full engine and airplane tear down and inspection).

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Original NASA ASRS Text

Title: LNP4 pilot reported an electrical failure led to a landing gear issue; and the aircraft suffered minor damage after landing with main gear only fully deployed.

Narrative: We were filed and cleared to depart ZZZ1 to ZZZ2 but on climb out we had an electrical system failure. We engaged the backup electrical system which restored flight instruments and communications. Rather than continue the flight; we intended on returning to ZZZ1 and landing but were unable to get confirmation that our nose gear was fully extended. We performed a low pass for the tower to inspect and report and their assessment was also that the mains were out and locked but the nose gear was not locked (only down but dangling). We remained in the pattern and made two more low passes after trying emergency gear deployment procedures and were still unsuccessful in getting the nose gear locked. We informed ATC and were cleared to ZZZ3 or ZZZ4 at our option; where we have maintenance teams on the ground that could help troubleshoot. We had several hours of fuel on board and would arrive at either of those locations with approximately an hour and a half of fuel still. My passenger was able to confirm that we had the team on the ground and ready at ZZZ3. With no engine issue; lots of fuel; and functioning flight instruments; I believed it to be more prudent to try to get assistance that would have potentially solved the problem while in the air and avoided any emergency landing; airplane damage; and risk to myself and my passenger. We continued to troubleshoot in the cockpit during flight as we proceeded towards ZZZ3.Approximately 30 minutes en route we got a low voltage warning; caused by the electrical failure preventing the backup system from keeping up with the electrical draw and draining the batteries. We requested an immediate diversion to the nearest suitable airport (ZZZ); only roughly 15 miles away; though we had to remain above the airport and spiral down (slowly to avoid exceeding gear down speed) for an estimated 10 minutes because we were at FL210 already when we requested the diversion and descent. With the electrical system now potentially compromised for flight instruments and communications I did not want to continue to ZZZ3 (which would have required overflying Bravo airspace potentially without communications) nor even glide towards our destination and chose an airport closer to ZZZ3 as we got down to a lower altitude; I wanted to be at an airport that I was able to fully discuss the situation with in advance in case we had a loss of communication before landing. As we approached a landing pattern altitude and were cleared to land (we had long before [advised ATC] and requested that the emergency service vehicles be deployed to the runway) we were told by the tower that they believed we had all our landing gear down. However; we were still skeptical and thought it prudent to land assuming we had only mains and no nose gear. As such we made sure all electrical things other than flight instruments and communications were off; fully feathered the propeller and shut down the engine as we came over the runway threshold; and landed with no flaps to also not use any remaining hydraulic pressure that might help ensure the gear deployment's success. We touched down delicately on the mains and held the nose off as long as possible but the nose gear was presumably not locked (we do not believe it failed; we presume it was simply not fully forward to lock). As a result we damaged two propeller blades and suffered minor scrapes on the underside of the nose of the plane; and also two small cracks in the upper cowling from the impact of the exhaust stacks hitting that when the propeller struck the pavement. The third propeller blade never touched the ground. We skidded to a stop at the edge of the runway; with no injuries or further damage so far as we can tell at this point in time (prior to full engine and airplane tear down and inspection).

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.