SMA LANDS GEAR UP AFTER LOSS OF ELECTRICAL PWR PREVENTS NORMAL GEAR EXTENSION.

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I WAS FLYING ON AN IFR FLT PLAN FROM FCM TO LNK (FLYING CLOUD; MN; TO LINCOLN; NE) AT 8000 FT WITH A SOLID CLOUD LEVEL AT APPROX 5200 FT. MY LAST XMISSION WAS TO RPT XING FOD. APPROX 15-20 MIN LATER; I NOTICED THE AMMETER DISCHARGING AND THE ALTERNATOR LIGHT ON. I PROCEEDED TO RECYCLE THE SYS TO PUT THE ALTERNATOR BACK ON-LINE. WHEN I COULDN'T GET THE ALTERNATOR LIGHT TO GO ON; I TRIED TO CALL CTR AND TELL THEM I HAD AN ELECTRICAL FAILURE. I COULD NOT RAISE THEM NOR DID I GET A SIDE TONE ON MY HEADSET. ABOUT THIS TIME I RECEIVED A XMISSION FROM CTR FOR A TRANSPONDER IDENT; WHICH I DID. WHEN THEY CALLED TO IDENT AGAIN; I SWITCHED TO 7600 AND PUSHED IDENT. I THEN PROCEEDED TO SHUT DOWN ALL ELECTRICAL EXCEPT ONE COM RADIO. I KNEW I SHOULD BE GETTING CLOSE TO MY DEST; SO I DSNDED VFR TO THE CLOUD TOPS UNTIL I FOUND A HOLE. I DSNDED THROUGH THE HOLE AND PROCEEDED SW UNTIL I SAW A MAJOR ROAD AND FOLLOWED IT UNTIL I CAME TO (WHAT I NOW KNOW WAS) OFFUTT AIR FORCE BASE. AS I WAS FLYING BELOW THE CLOUDS; I TOOK OUT THE PLT'S OPERATING HANDBOOK TO LOOK FOR ANY INFO ON THE STANDBY PWR SWITCH THAT WAS ON THE INST PANEL; BUT THERE WASN'T ANYTHING IN THE BOOK. WHEN I HAD THE ARPT (OFFUTT) IN SIGHT; I TURNED THE SWITCH TO STANDBY PWR; BUT NOTHING HAPPENED. BY THIS TIME I HAD RE-READ THE SECTION ON EMER GEAR EXTENSIONS. I PROCEEDED TO PUT THE GEAR DOWN BY ELECTRICAL PWR. I FELT THE GEAR GO DOWN AND WATCHED (STARED) AS THE IN-TRANSIT LIGHT WENT OUT AND THE THREE GREEN LIGHTS GLOWED FAINTLY; BUT THEY WERE ON. A SIDE NOTE -- IT DOES NOT STATE IN THE PLT'S OPERATING HANDBOOK THAT THE GEAR SHOULD BE CHKED MANUALLY BY CRANK IF THE LIGHTS ARE ON. IT DOES IMPLY IF THE GEAR IS DOWN; DON'T MESS WITH IT. AS I MADE MY APCH TO THE CTL TWR AT THE ARPT (OFFUTT) TO GET A GREEN LIGHT; I REALIZED THAT THE ARPT WAS OFFUTT AIR FORCE BASE; IT WAS A THIS TIME THAT I KNEW WHERE I WAS; SINCE I GREW UP IN BELLEVUE; NE. I BROKE OFF FROM THE TFC PATTERN TO OFFUTT AND PROCEEDED TO MLE; MILLARD ARPT. I LEFT THE GEAR DOWN; AS PER ALL THE BOOKS AND TRAINING; AND FLEW VFR TO MLE. ON MY APCH TO MILLARD; I SAW THE WINDSOCK SWINGING OUT OF THE N; BUT FAVORING RUNWAY 12; SO I MADE MY APCH TO RWY 12. AS I TOUCHED DOWN; I FELT THE R MAIN LNDG GEAR COLLAPSE AND THE R WING DROP; FOLLOWED BY THE NOSE AND L GEAR RETRACTING. I SLID DOWN THE RWY; FINALLY CAME TO REST ABOUT MIDWAY DOWN THE RUNWAY; OFF TO THE R IN THE GRASS. LOOKING BACK; THERE ARE 2 THINGS I WOULD HAVE CORRECTED ON THIS INCIDENT -- 1 IS TO HAVE A HAND HELD EMER RADIO IN MY FLT BAG. THE SECOND; WOULD BE TO EITHER INFORM PLTS; OR HAVE IN THE PLT'S OPERATING HANDBOOK; A NOTATION THAT ONCE THE LNDG GEAR IS DOWN; IT WOULD BE A GOOD IDEA TO CHK MANUALLY WITH THE CRANK; TO MAKE SURE THE GEAR IS LOCKED.