What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Pilot departed chino CA. To clovis NM., about 2 hrs. Into the flight, going toward st. johns from drake VOR. Circuit breaker (5 amp) for the landing gear control had popped. That circuit also controls the landing gear position lights. Gear is held up hydraulicly, free falls when extended, reactivated when it?s down. Attempted one reset of the circuit breaker, it popped, looked down at the load meter, which was reading 0, slightly less than 12 volts (it?s a 14.3 DC system). Pilot did not know if both problems were related. He decided to divert to Show low Arizona, which was 10 miles south of his position. In addition, pilot thought he had an alternator failure. Was getting flight following from abq center, changed his plan to land at Show low. Did not advise ATC of his issue. Upon approaching Show low, he lost all avionics probably due to undervoltage in the electrical system. There is a direct reading pressure gauge for the hydraulic system. He placed the switch in the down position, felt the landing gear extend. Couldn?t transmit on the radio, no one to communicate on the ground for his gear position. Did a manual pressurization of the gear system (extended hand pump, pumped it a number of times, until maximum resistance, to about 1200 PSI). Could not get any indication of the landing gear itself. Circled the airport, 1500 ft. AGL, and observed wind variable, not very strong. Setup for landing on runway 7 (longer of the 2 runways). Was able to extend flaps to half, which provided a reasonable approach speed. Touchdown was gentle, during landing roll, the nose gear collapsed/folded backward. Which resulted in a propeller strike, and damage to the engine cowling.
As the FAA filed it
PILOT DEPARTED CHINO CA. TO CLOVIS NM., ABOUT 2 HRS. INTO THE FLIGHT, GOING TOWARD ST. JOHNS FROM DRAKE VOR. CIRCUIT BREAKER (5 AMP) FOR THE LANDING GEAR CONTROL HAD POPPED. THAT CIRCUIT ALSO CONTROLS THE LANDING GEAR POSITION LIGHTS. GEAR IS HELD UP HYDRAULICLY, FREE FALLS WHEN EXTENDED, REACTIVATED WHEN IT?S DOWN. ATTEMPTED ONE RESET OF THE CIRCUIT BREAKER, IT POPPED, LOOKED DOWN AT THE LOAD METER, WHICH WAS READING 0, SLIGHTLY LESS THAN 12 VOLTS (IT?S A 14.3 DC SYSTEM). PILOT DID NOT KNOW IF BOTH PROBLEMS WERE RELATED. HE DECIDED TO DIVERT TO SHOW LOW ARIZONA, WHICH WAS 10 MILES SOUTH OF HIS POSITION. IN ADDITION, PILOT THOUGHT HE HAD AN ALTERNATOR FAILURE. WAS GETTING FLIGHT FOLLOWING FROM ABQ CENTER, CHANGED HIS PLAN TO LAND AT SHOW LOW. DID NOT ADVISE ATC OF HIS ISSUE. UPON APPROACHING SHOW LOW, HE LOST ALL AVIONICS PROBABLY DUE TO UNDERVOLTAGE IN THE ELECTRICAL SYSTEM. THERE IS A DIRECT READING PRESSURE GAUGE FOR THE HYDRAULIC SYSTEM. HE PLACED THE SWITCH IN THE DOWN POSITION, FELT THE LANDING GEAR EXTEND. COULDN?T TRANSMIT ON THE RADIO, NO ONE TO COMMUNICATE ON THE GROUND FOR HIS GEAR POSITION. DID A MANUAL PRESSURIZATION OF THE GEAR SYSTEM (EXTENDED HAND PUMP, PUMPED IT A NUMBER OF TIMES, UNTIL MAXIMUM RESISTANCE, TO ABOUT 1200 PSI). COULD NOT GET ANY INDICATION OF THE LANDING GEAR ITSELF. CIRCLED THE AIRPORT, 1500 FT. AGL, AND OBSERVED WIND VARIABLE, NOT VERY STRONG. SETUP FOR LANDING ON RUNWAY 7 (LONGER OF THE 2 RUNWAYS). WAS ABLE TO EXTEND FLAPS TO HALF, WHICH PROVIDED A REASONABLE APPROACH SPEED. TOUCHDOWN WAS GENTLE, DURING LANDING ROLL, THE NOSE GEAR COLLAPSED/FOLDED BACKWARD. WHICH RESULTED IN A PROPELLER STRIKE, AND DAMAGE TO THE ENGINE COWLING.