Narrative:

Flying in the traffic pattern practicing power off 180's (short field landings). In the downwind we check wheels down and did our ccgumps check (carb heat; cowl flaps; gas; undercarriage; mixture; prop) saw a green light in the cabin indicating gear down; no gear horn; both me and the PIC; a commercial pilot working on becoming a CFI; checked out our windows for gear down and confirmed gear was down. When we came a-beam the 1000 'footers' or our touch down point she reduced the throttle to idle and pitched for an airspeed of 75 knots and put in 10 degrees of flaps. We then made a radio call for a base to final turn and also announced it was a practice short approach. No one else was in the traffic pattern at the time. The PIC flew the plane down landed long of our intended touch down point. I instructed to use the rudders to work back to the center line as we were a bit to the right of it; she did so and once back on center line she began to clean up the airplane for takeoff. She retracted the flaps to zero; put the carb heat in (cold) and promptly proceeded to put the gear extending/retracting lever into the up position while we were still on the ground.I believe this problem arose due to the PIC not thinking and trying to rush inside the airplane.this problem was discovered when our nose wheel strut retracted and the prop and cowling of the plane struck the ground and the plane then slide to a stop.contributing factors would be lack of familiarity with the aircraft for the PIC; lack of discipline and attentiveness while in a critical phase of flight.corrective actions; I don't believe there was anything I could have done at the time of the incident to prevent her from putting the gear up. She did it much too quickly for me to react and we were at a slow enough airspeed that the gear immediately retracted. In the future I plan to cover the gear handle with my hand while in the landing phase of flight; advise the flight school to change its policies for complex aircraft operation and only allow full stop taxi backs; and also change the school's training procedures to include; retracting flaps; putting in carb heat; and other clean up procedures with only one finger because in order to put the gear up you have to pull the lever out and then raise it up.

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Original NASA ASRS Text

Title: C182RG instructor and CFI student reported the gear lever was raised while on the ground during a touch and go landing which resulted in a nose gear retraction and prop strike.

Narrative: Flying in the traffic pattern practicing power off 180's (short field landings). In the downwind we check wheels down and did our CCGUMPS check (carb heat; cowl flaps; gas; undercarriage; mixture; prop) Saw a green light in the cabin indicating gear down; no gear horn; both me and the PIC; a commercial pilot working on becoming a CFI; checked out our windows for gear down and confirmed gear was down. When we came a-beam the 1000 'footers' or our touch down point she reduced the throttle to idle and pitched for an airspeed of 75 knots and put in 10 degrees of flaps. We then made a radio call for a base to final turn and also announced it was a practice short approach. No one else was in the traffic pattern at the time. The PIC flew the plane down landed long of our intended touch down point. I instructed to use the rudders to work back to the center line as we were a bit to the right of it; she did so and once back on center line she began to clean up the airplane for takeoff. She retracted the flaps to zero; put the carb heat in (cold) and promptly proceeded to put the gear extending/retracting lever into the UP position while we were still on the ground.I believe this problem arose due to the PIC not thinking and trying to rush inside the airplane.This problem was discovered when our nose wheel strut retracted and the prop and cowling of the plane struck the ground and the plane then slide to a stop.Contributing factors would be lack of familiarity with the aircraft for the PIC; lack of discipline and attentiveness while in a critical phase of flight.Corrective actions; I don't believe there was anything I could have done at the time of the incident to prevent her from putting the gear up. She did it much too quickly for me to react and we were at a slow enough airspeed that the gear immediately retracted. In the future I plan to cover the gear handle with my hand while in the landing phase of flight; advise the flight school to change its policies for complex aircraft operation and only allow full stop taxi backs; and also change the school's training procedures to include; retracting flaps; putting in carb heat; and other clean up procedures with only one finger because in order to put the gear up you have to pull the lever out and then raise it up.

Data retrieved from NASA's ASRS site 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.