Narrative:

On an IFR flight on V186 near vny, we had burning insulation and loss of electrical charging current. Requested and received vectors to nearest airport, vny. Due to close proximity to vny and altitude loss required (10000 ft down to 5000 ft) we were unable to turn to approach course when required and flew through. On new vectors to reintercept, combination of being in cloud, banks, and turbulence resulted in 2 passenger vomiting in the cabin. As a result of these distractions, I allowed the plane to descend from the ATC issued altitude of 5000 ft to 4500 ft. After ATC advised me of the required altitude, I resumed 5000 ft and continued on vectors to intercept the approach course for the VOR-DME-B. After breaking out and sighting the field visually, I attempted to extend the landing gear, which failed. Multiple low approachs in the pattern while I extended the landing gear manually eventually resulted in a safe landing. Contributing factors: 1) heavy workload in an urgent situation, 2) unfamiliarity with the approach, 3) passenger airsickness, 4) and plane was still set up for descent due to the transition from cruise to approach which meant that distraction would result in altitude loss. Callback conversation with reporter revealed the following information: the reporter did not declare an emergency as he got all of the extra service that he needed. The reason for this report in his mind was the altitude deviation. The alternator failed partially depleting the battery. The low battery could not operate the landing gear but was able to power the radios through touchdown. A new battery and alternator have brought the aircraft back into service. The reporter was concerned with the mountains in the vicinity of vny and very pleased with his handling by ARTCC. He has heard nothing from the FAA on this.

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Original NASA ASRS Text

Title: A MOONEY MK20K HAD AN ELECTRICAL PROB IN THE WX AND REQUIRED SPECIAL HANDLING. THE RPTR DID NOT DECLARE AN EMER.

Narrative: ON AN IFR FLT ON V186 NEAR VNY, WE HAD BURNING INSULATION AND LOSS OF ELECTRICAL CHARGING CURRENT. REQUESTED AND RECEIVED VECTORS TO NEAREST ARPT, VNY. DUE TO CLOSE PROX TO VNY AND ALT LOSS REQUIRED (10000 FT DOWN TO 5000 FT) WE WERE UNABLE TO TURN TO APCH COURSE WHEN REQUIRED AND FLEW THROUGH. ON NEW VECTORS TO REINTERCEPT, COMBINATION OF BEING IN CLOUD, BANKS, AND TURB RESULTED IN 2 PAX VOMITING IN THE CABIN. AS A RESULT OF THESE DISTRACTIONS, I ALLOWED THE PLANE TO DSND FROM THE ATC ISSUED ALT OF 5000 FT TO 4500 FT. AFTER ATC ADVISED ME OF THE REQUIRED ALT, I RESUMED 5000 FT AND CONTINUED ON VECTORS TO INTERCEPT THE APCH COURSE FOR THE VOR-DME-B. AFTER BREAKING OUT AND SIGHTING THE FIELD VISUALLY, I ATTEMPTED TO EXTEND THE LNDG GEAR, WHICH FAILED. MULTIPLE LOW APCHS IN THE PATTERN WHILE I EXTENDED THE LNDG GEAR MANUALLY EVENTUALLY RESULTED IN A SAFE LNDG. CONTRIBUTING FACTORS: 1) HVY WORKLOAD IN AN URGENT SIT, 2) UNFAMILIARITY WITH THE APCH, 3) PAX AIRSICKNESS, 4) AND PLANE WAS STILL SET UP FOR DSCNT DUE TO THE TRANSITION FROM CRUISE TO APCH WHICH MEANT THAT DISTR WOULD RESULT IN ALT LOSS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR DID NOT DECLARE AN EMER AS HE GOT ALL OF THE EXTRA SVC THAT HE NEEDED. THE REASON FOR THIS RPT IN HIS MIND WAS THE ALTDEV. THE ALTERNATOR FAILED PARTIALLY DEPLETING THE BATTERY. THE LOW BATTERY COULD NOT OPERATE THE LNDG GEAR BUT WAS ABLE TO PWR THE RADIOS THROUGH TOUCHDOWN. A NEW BATTERY AND ALTERNATOR HAVE BROUGHT THE ACFT BACK INTO SVC. THE RPTR WAS CONCERNED WITH THE MOUNTAINS IN THE VICINITY OF VNY AND VERY PLEASED WITH HIS HANDLING BY ARTCC. HE HAS HEARD NOTHING FROM THE FAA ON THIS.

Data retrieved from NASA's ASRS site as of July 2007 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.