Narrative:

Filed a VFR on top flight plan to maintain VFR conditions with full ATC radar flight following. Normal preflight aircraft inspection, with fuel sumps drained 3 days in a row, no water. Engine start was may/tue/03, taxi and warm-up, full engine run-up per checklist, both generators indicated 25 amp charge. Left engine magneto drop was 100/100, right engine 150/100, temperature/pressures normal and in the 'green.' taxied to runway 10 and departed for flight from ZZZ1 to ded (deland, fl), with first fuel stop to be ZZZ to top-off and check fuel consumption rates and oil levels, to confirm flight planning. 2 mins after takeoff, reduced power to 3200 RPM/45 inches (maximum cont) for climb to 7500 MSL. Fuel was on main tanks from startup. During climb, temperatures/pressure were: cht 400, oil pressure 80 psi, fuel pressure 13 psi (boost on). Continued climb to 7500 ft. Reduced power to afm 65% power, generator showed 10 amp charge-normal range. In cruise altitude/power/cht 350, oil pressure 76 psi, fuel pressure 13 psi, changed left engine to auxiliary fuel tank, 3 mins later boost pump off. Xferred right engine to auxiliary fuel tank, 3 mins later boost pump off. Main fuel tank quantity showed 1/2 full or 22 gals each, normal, cht 330 both sides, oil/fuel middle of green. Over ZZZ2 at 7500 ft MSL, right generator circuit breaker popped, transponder quit, reset generator circuit breaker, held, charging at 10 amps both. Had been navigating on portable GPS and hand-held communication, using the cigar outlet that indicated power output ok. Started picking up electrical noise on hand-held communication unit, canceled radar flight following. Had been and continued to navigation on highway 99 through the valley sbound. After passing abeam ZZZ3 turned east to overfly highway to ZZZ. Level at 7500 ft MSL, temperature/pressure normal, changed fuel tanks back to both mains, boost pumps on for 5 mins each, then boost off, pressure/temperature middle of green, right engine cht dropped to 310. Started 500 FPM descent for landing at ZZZ. During descent, all electrical power failed, unable to reset either generator. This is an electrical airplane. Attempted to use the emergency landing gear extension system, but had no gear position warning lights. Entered downwind pattern descending, continued to manually extend gear, not sure. Called airport operations on unicom and asked if they could see my landing gear as I passed over runway 18 sbound. They advised no landing gear and no doors open. I overflew the runway and continued using the emergency gear down system. Turning a left downwind pattern, the right engine failed. Now I had just left engine, right engine failed and feathered (it did it on its own), no landing gear nor flaps. Maintained left engine power at 2600 RPM, map 20 inches, speed at 104 mph (blue line), in approach descent to runway 18. Ran normal and emergency checklist second time. Requested small airplane ahead of me to move out of the way as I had an emergency, he did. Approaching touchdown runway 18, reduced power on left engine, held speed, touchdown on exposed main landing gear tire (6-7 inches), held level attitude, tested braking ability -- ok. Allowed aircraft to roll on main tires to runway end, as I did not want to close the whole runway. Moved aircraft to runway edge, still on pavement and stopped using brakes, approximately 500 ft from the south end. As the aircraft stopped, the tail came down and scratched the belly 4 inches long by 4 inches wide (minor). When the aircraft touched down, with the left engine idling, the left propeller tagged the runway and the engine nose case (geared) broke off with the engine nose case, governor, governor cable and hose, and propeller still connected. The propeller blades were bent aft, and did not touch the wing nor the fuselage. There was no fuselage, engine nacelles, right propeller damage. One person aboard, no injuries. After landing, checked fuel at approximately 110 gals aboard, oil on each side was 1 quart down from start (normal). Upon recovery, with a crane, it took a beech mechanic 20 mins to extend the landing gear. With altitude, speed, time, experience and use of checklist, averted an accident. Upon engine/propeller change, the electrical and landing gear system, will be checked out for investigating the problems.

Related reports:

Google
 

Original NASA ASRS Text

Title: B65 PLT HAS ELECTRICAL FAILURE, ENG FAILURE AND UNABLE TO EXTEND THE LNDG GEAR AND MAKES A PRECAUTIONARY GEAR-UP LNDG AT ZZZ.

Narrative: FILED A VFR ON TOP FLT PLAN TO MAINTAIN VFR CONDITIONS WITH FULL ATC RADAR FLT FOLLOWING. NORMAL PREFLT ACFT INSPECTION, WITH FUEL SUMPS DRAINED 3 DAYS IN A ROW, NO WATER. ENG START WAS MAY/TUE/03, TAXI AND WARM-UP, FULL ENG RUN-UP PER CHKLIST, BOTH GENERATORS INDICATED 25 AMP CHARGE. L ENG MAGNETO DROP WAS 100/100, R ENG 150/100, TEMP/PRESSURES NORMAL AND IN THE 'GREEN.' TAXIED TO RWY 10 AND DEPARTED FOR FLT FROM ZZZ1 TO DED (DELAND, FL), WITH FIRST FUEL STOP TO BE ZZZ TO TOP-OFF AND CHK FUEL CONSUMPTION RATES AND OIL LEVELS, TO CONFIRM FLT PLANNING. 2 MINS AFTER TKOF, REDUCED PWR TO 3200 RPM/45 INCHES (MAX CONT) FOR CLB TO 7500 MSL. FUEL WAS ON MAIN TANKS FROM STARTUP. DURING CLB, TEMPS/PRESSURE WERE: CHT 400, OIL PRESSURE 80 PSI, FUEL PRESSURE 13 PSI (BOOST ON). CONTINUED CLB TO 7500 FT. REDUCED PWR TO AFM 65% PWR, GENERATOR SHOWED 10 AMP CHARGE-NORMAL RANGE. IN CRUISE ALT/PWR/CHT 350, OIL PRESSURE 76 PSI, FUEL PRESSURE 13 PSI, CHANGED L ENG TO AUX FUEL TANK, 3 MINS LATER BOOST PUMP OFF. XFERRED R ENG TO AUX FUEL TANK, 3 MINS LATER BOOST PUMP OFF. MAIN FUEL TANK QUANTITY SHOWED 1/2 FULL OR 22 GALS EACH, NORMAL, CHT 330 BOTH SIDES, OIL/FUEL MIDDLE OF GREEN. OVER ZZZ2 AT 7500 FT MSL, R GENERATOR CIRCUIT BREAKER POPPED, XPONDER QUIT, RESET GENERATOR CIRCUIT BREAKER, HELD, CHARGING AT 10 AMPS BOTH. HAD BEEN NAVING ON PORTABLE GPS AND HAND-HELD COM, USING THE CIGAR OUTLET THAT INDICATED PWR OUTPUT OK. STARTED PICKING UP ELECTRICAL NOISE ON HAND-HELD COM UNIT, CANCELED RADAR FLT FOLLOWING. HAD BEEN AND CONTINUED TO NAV ON HWY 99 THROUGH THE VALLEY SBOUND. AFTER PASSING ABEAM ZZZ3 TURNED E TO OVERFLY HWY TO ZZZ. LEVEL AT 7500 FT MSL, TEMP/PRESSURE NORMAL, CHANGED FUEL TANKS BACK TO BOTH MAINS, BOOST PUMPS ON FOR 5 MINS EACH, THEN BOOST OFF, PRESSURE/TEMP MIDDLE OF GREEN, R ENG CHT DROPPED TO 310. STARTED 500 FPM DSCNT FOR LNDG AT ZZZ. DURING DSCNT, ALL ELECTRICAL PWR FAILED, UNABLE TO RESET EITHER GENERATOR. THIS IS AN ELECTRICAL AIRPLANE. ATTEMPTED TO USE THE EMER LNDG GEAR EXTENSION SYS, BUT HAD NO GEAR POS WARNING LIGHTS. ENTERED DOWNWIND PATTERN DSNDING, CONTINUED TO MANUALLY EXTEND GEAR, NOT SURE. CALLED ARPT OPS ON UNICOM AND ASKED IF THEY COULD SEE MY LNDG GEAR AS I PASSED OVER RWY 18 SBOUND. THEY ADVISED NO LNDG GEAR AND NO DOORS OPEN. I OVERFLEW THE RWY AND CONTINUED USING THE EMER GEAR DOWN SYS. TURNING A L DOWNWIND PATTERN, THE R ENG FAILED. NOW I HAD JUST L ENG, R ENG FAILED AND FEATHERED (IT DID IT ON ITS OWN), NO LNDG GEAR NOR FLAPS. MAINTAINED L ENG PWR AT 2600 RPM, MAP 20 INCHES, SPD AT 104 MPH (BLUE LINE), IN APCH DSCNT TO RWY 18. RAN NORMAL AND EMER CHKLIST SECOND TIME. REQUESTED SMALL AIRPLANE AHEAD OF ME TO MOVE OUT OF THE WAY AS I HAD AN EMER, HE DID. APCHING TOUCHDOWN RWY 18, REDUCED PWR ON L ENG, HELD SPD, TOUCHDOWN ON EXPOSED MAIN LNDG GEAR TIRE (6-7 INCHES), HELD LEVEL ATTITUDE, TESTED BRAKING ABILITY -- OK. ALLOWED ACFT TO ROLL ON MAIN TIRES TO RWY END, AS I DID NOT WANT TO CLOSE THE WHOLE RWY. MOVED ACFT TO RWY EDGE, STILL ON PAVEMENT AND STOPPED USING BRAKES, APPROX 500 FT FROM THE S END. AS THE ACFT STOPPED, THE TAIL CAME DOWN AND SCRATCHED THE BELLY 4 INCHES LONG BY 4 INCHES WIDE (MINOR). WHEN THE ACFT TOUCHED DOWN, WITH THE L ENG IDLING, THE L PROP TAGGED THE RWY AND THE ENG NOSE CASE (GEARED) BROKE OFF WITH THE ENG NOSE CASE, GOVERNOR, GOVERNOR CABLE AND HOSE, AND PROP STILL CONNECTED. THE PROP BLADES WERE BENT AFT, AND DID NOT TOUCH THE WING NOR THE FUSELAGE. THERE WAS NO FUSELAGE, ENG NACELLES, R PROP DAMAGE. ONE PERSON ABOARD, NO INJURIES. AFTER LNDG, CHKED FUEL AT APPROX 110 GALS ABOARD, OIL ON EACH SIDE WAS 1 QUART DOWN FROM START (NORMAL). UPON RECOVERY, WITH A CRANE, IT TOOK A BEECH MECH 20 MINS TO EXTEND THE LNDG GEAR. WITH ALT, SPD, TIME, EXPERIENCE AND USE OF CHKLIST, AVERTED AN ACCIDENT. UPON ENG/PROP CHANGE, THE ELECTRICAL AND LNDG GEAR SYS, WILL BE CHKED OUT FOR INVESTIGATING THE PROBS.

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.