On January 15, 2025, about 1630 central standard time, a Piper PA-24-250 airplane, N8051P was substantially damaged when it was involved in an accident near Tyler, Texas. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that just before the accident flight, the airplane’s battery was not charged, and the airplane was connected to a truck using jumper cables to start the engine. The pilot proceeded to take off from runway 04 at the Tyler Pounds Regional Airport (TYR) and was cleared for a left turn from the airport by the tower controller. As the pilot began the turn, he noticed sparking and smoke emanating from the instrument panel and the cabin began to fill with smoke. He turned off the generator switch and the sparking and smoke subsided, and he turned back toward TYR. At that time, the aircraft radios were not operating, and the pilot switched the generator back on so that he could communicate with air traffic control. The sparking and smoke started again, and he again turned off the generator. He maneuvered the airplane for runway 04 and when he was on the base leg of the traffic pattern, he turned on the generator to lower the airplane’s landing gear. He believed the landing gear was down and locked and turned the generator off again. He stated that he verified the landing gear was down based on the position of the gear itself and by noting the position of the landing gear emergency extension handle. He noted that he did not grab the emergency gear extension handle and verify that it was in the fully forward (down and locked) position. During the landing, the airplane’s landing gear collapsed and resulted in substantial damage to the airplane’s lower fuselage. A mechanic that performed testing of the airplane’s electrical system found that multiple circuit breakers were tripped for various electrical components in the airplane. Individual testing of each circuit that was tripped revealed excessive current draw at multiple avionics components. The mechanic also found that if power was applied to the Garmin GMA340 Audio Panel, within a few seconds the rear portion of the unit would produce smoke and the smoke continued for several seconds after electrical power was removed. He also determined that the Bendix/King KMD 150 Multifunction Display, Garmin GMA 340 Audio Panel, Bendix King KLN 89B TSO GPS receiver, Bendix/King KX 165 TSO Nav/Com unit, and the Bendix/King KY 97A TSO Nav all had internal damage and would not power on and the excessive current draw of these units automatically tripped the disengaged circuit breakers. The mechanic did not note testing the airplane’s generator or voltage regulator. Investigators were unable to test the generator or voltage regulator as the wreckage was disposed of before the testing could take place. The airplane’s most recent annual inspection was completed on August 1, 2024. A subsequent maintenance record entry dated November 19, 2024, noted replacement of the airplane’s battery and a run-up performed to check for proper charging. No outstanding discrepancies were recorded in the entry.