Narrative:

The left seat pilot and right seat flight test engineer (fte) were conducting a planned 2.5 hr day VFR currency flight in a beech baron. Standard airwork maneuvers were completed followed by a practice approach and three patterns into the subject airfield. Winds were northwest at 12g17 according to ASOS on arrival. The windsock confirmed the same. On the third pattern landing; with full flaps and gear down confirmed; touchdown was made at the 1;000 feet markers and rollout/decel was occurring; power levers at idle. The left seat pilot raised the flap lever on the left side of the console and reset the pitch trim wheel for takeoff. The right seat fte was repositioning his legs from centered to outboard and back inboard around the gear handle. The gear handle is on the right side of the center console. The pilot noticed fte left leg movements and started to speak but instantly the nose gear and then main gear came up; the engine props struck the pavement and the aircraft slid to a stop on the runway. The cockpit had smoke and a strong burning odor during the slide. The fte said we were on fire; the pilot told the fte to secure the fuel levers. The fte shut off the right engine fuel lever and opened the right door and immediately egressed once stopped. When static; the left seat pilot secured the other engine fuel lever; mixtures; and all switches to include ignition key removal and egressed the right door. No fuel or fluid leaks were present outside and the smoke cleared. Airport; then fire and police responded in time and calls were started.I think the contributing factor is control interference (landing gear lever) as a result of large occupant size/height/length and leg movement in the right seat around a gear lever. It is a guarded lever but is easily opened when swiped. There is a detent to pull before raising; however; it seems with enough force (caught? Old?) and direction it went up (a safety switch did not prevent gear retraction). The right seat occupant was not a pilot but is versed in flight test work as an engineer and familiar and appreciative of the concerns of interference. However; the right seat occupant's leg motions were observed on rollout and involved moving their left leg outboard and then inboard of the gear handle due to long legs/size. The right seat was full aft.instruction is always given before flight to keep clear; especially during critical phases of flights. Interference is a normal natural result of that occupant's size and accommodated in cruise flight. The lesson here I think is that there is no room for error in critical phases and something should have been done to not be in that situation. I saw the leg movement start and tried to stop the right seat occupant verbally but before I could get a second word out 'don't..' (move)-the gear handle was knocked up and the aircraft dropped on the runway. I think a discussion/action in our line of business needs to be had regarding abilities (agility; flexibility; situational awareness; quickness; hearing; responsiveness etc.) for assignment in duty positions. I think we were lucky in the past and lucky here with no injuries (but aircraft damage of course) and worse results could happen. This subject is uncomfortable for many of us to deal with due to occupant size and weight and resultant potential limitations/impact; but the alternative (interference events to flight controls) is worse and has to be realized.

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Original NASA ASRS Text

Title: BE55 pilot reported a landing gear collapse on landing rollout due to the passenger's inadvertent movement of the landing gear handle.

Narrative: The left seat pilot and right seat flight test engineer (FTE) were conducting a planned 2.5 hr day VFR currency flight in a Beech Baron. Standard airwork maneuvers were completed followed by a practice approach and three patterns into the subject airfield. Winds were Northwest at 12G17 according to ASOS on arrival. The windsock confirmed the same. On the third pattern landing; with full flaps and gear down confirmed; touchdown was made at the 1;000 feet markers and rollout/decel was occurring; power levers at idle. The left seat pilot raised the flap lever on the left side of the console and reset the pitch trim wheel for takeoff. The right seat FTE was repositioning his legs from centered to outboard and back inboard around the gear handle. The gear handle is on the right side of the center console. The pilot noticed FTE left leg movements and started to speak but instantly the nose gear and then main gear came up; the engine props struck the pavement and the aircraft slid to a stop on the runway. The cockpit had smoke and a strong burning odor during the slide. The FTE said we were on fire; the pilot told the FTE to secure the fuel levers. The FTE shut off the right engine fuel lever and opened the right door and immediately egressed once stopped. When static; the left seat pilot secured the other engine fuel lever; mixtures; and all switches to include ignition key removal and egressed the right door. No fuel or fluid leaks were present outside and the smoke cleared. Airport; then fire and police responded in time and calls were started.I think the contributing factor is control interference (landing gear lever) as a result of large occupant size/height/length and leg movement in the right seat around a gear lever. It is a guarded lever but is easily opened when swiped. There is a detent to pull before raising; however; it seems with enough force (caught? old?) and direction it went up (a safety switch did not prevent gear retraction). The right seat occupant was not a pilot but is versed in flight test work as an engineer and familiar and appreciative of the concerns of interference. However; the right seat occupant's leg motions were observed on rollout and involved moving their left leg outboard and then inboard of the gear handle due to long legs/size. The right seat was full aft.Instruction is always given before flight to keep clear; especially during critical phases of flights. Interference is a normal natural result of that occupant's size and accommodated in cruise flight. The lesson here I think is that there is no room for error in critical phases and something should have been done to not be in that situation. I saw the leg movement start and tried to stop the right seat occupant verbally but before I could get a second word out 'Don't..' (move)-the gear handle was knocked up and the aircraft dropped on the runway. I think a discussion/action in our line of business needs to be had regarding abilities (agility; flexibility; situational awareness; quickness; hearing; responsiveness etc.) for assignment in duty positions. I think we were lucky in the past and lucky here with no injuries (but aircraft damage of course) and worse results could happen. This subject is uncomfortable for many of us to deal with due to occupant size and weight and resultant potential limitations/impact; but the alternative (interference events to flight controls) is worse and has to be realized.

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.