On November 3, 2022, about 1855 eastern standard time, a Beech 95-B55 airplane, N101DC, was substantially damaged when it was involved in an accident in Athens, Georgia. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 business flight. The pilot reported that he was returning to Greenville Downtown Airport (GMU), Greenville, South Carolina in dusk conditions when the accident occurred. He was at 7,000 ft msl, in cruise flight, when he noticed electrical problems with the airplane. He recalled that some of the displays on his navigation system were not functioning, he was hearing ATC only intermittently on the radios, and his transponder was not operating normally. He contacted Atlanta Approach, and the controller informed him that Athens Ben Epps Airport (AHN), Athens, Georgia was 11 miles away. He set up for an approach to runway 27. He then perceived that his engines were losing power and he needed full throttle to maintain a safe airspeed. He could not read the engine instruments since it was dark; he was assuming a loss of power based on his ForeFlight display. He attempted to lower the landing gear with the manual extension handcrank; however, he had difficulty accessing the handcrank and moving it. He landed the airplane on runway 27 and it skidded to a stop on the runway with the landing gear retracted. An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. He reported that the lower fuselage skin was scraped and there was exposed damage to lower fuselage structure. All four of the propeller tips were bent aft from runway contact. On May 1, 2023, the wreckage was examined under the direction of the National Transportation Safety Board investigator-in-charge. The carpet surrounding the manual gear extension handcrank had been removed. Recovery personnel reported that the handcrank was used to lower the landing gear during wreckage recovery from the runway and it operated normally. The aircraft battery was depleted, so a battery charger was connected in order to start the engines. After charging the battery, the right engine started on the first attempt and was run up to 2,100 rpm. The engine operation was limited to 2,100 rpm due to the damage to the propeller tips. After increasing rpm on the right engine, the right alternator switch was turned on. The load meter showed no current load, and the right alternator light was illuminated. The left engine was then started. It started on the second attempt and was run in a manner similar to the right engine. After increasing rpm on the left engine, the left alternator switch was turned on. The load meter showed no current load, and the left alternator light was illuminated. Further troubleshooting revealed that the left alternator 2-amp fuse was open (blown). After replacing the fuse with a working 2-amp fuse, the left alternator operated normally. The right alternator was examined and the field wire was found separated from the alternator connection. The wire was reattached and secured, and the alternator subsequently operated normally. The pilot stated that the airplane was being flown with both alternator lights in the cockpit illuminated continuously since October 25, 2022, or about 10 days. Also, the load meters were “jumping” and unreliable during the three days before the accident. When he brought the electrical issues up with his supervisor and with maintenance personnel, he was told to keep flying the airplane, “…no matter what, otherwise they would lose the contract.” He was also told that “…there was nothing wrong with it (the airplane).” The airplane was being used to transport blood samples for COVID-19 testing. He stated that management pressured him to fly the airplane regardless. A review of the aircraft logbooks revealed no recent entries for alternator or related electrical system maintenance or troubleshooting.