Narrative:

I received a call from an FAA person inquiring for more history on damage to aircraft X in order to grant a ferry permit. While his questions pertained to a gear event that occurred over one year ago; I answered as best I could recall. He stated that the FSDO believed the aircraft had received substantial damage and that I had failed to report the event. I did not believe that it was a reportable event for several reasons; namely that the reporting paragraphs of NTSB 830.5 did not apply. There were no injuries; and there was no damage to anything other than the airplane; and it was very minimal damage.the damage consisted of main gear doors; nose gear doors; flaps; propeller; and one belly skin. All damage was topical in nature as the gear collapse happened at a very slow speed and the engine continued run after the event and was shut down normally. Additionally; three separate mechanics at two beechcraft repair shops stated that was the least amount of damage they had ever seen. They each stated that with the skin replacement; repairing of gear doors and a [replacement] propeller; the aircraft could return to service immediately.after receiving the evaluations; and being unsure of exactly what caused the gear to retract and or fail; I elected to sell the airplane. The new owner attempted to get a ferry permit which was denied by this same office as they considered this substantial damage. I pointed out that nowhere in 830.5 was any of this light damage reportable. The inspector stated that it was. I don't want to be in denial of not reporting; but each of the inspecting mechanics said it was also not reportable. So through reading the fars (federal aviation regulations) and NTSB requirements; I could not find the applicable reporting parameters.the original event occurred in [month; year]. The OAT for the last 2.0 hours of the flight exceeded 100 degrees F. I am not sure what the interior cockpit temperature was but recall it was very hot; I ran out of drinking water for hydration; and had to wipe my brow every 3-4 minutes from perspiration. The descent was even hotter and very bumpy. I put the gear and flaps down normally for landing; used a landing checklist and a gump (gas; undercarriage; mixture; propeller) check and proceeded to land. I touched down in the first 300 ft. Of the runway and the aircraft bounced and floated for approximately 1;000 ft. At about 65-70mph. After the bounce there were several strange noises which I could not identify as normal or their source as I was concentrating on re-transitioning to flare for landing again. I seemed to touch down normally and gently on the second landing. Then upon adding power to get over the hump of the runway and get to the first turnoff; the aircraft settled and stopped. I was in disbelief that I appeared to be sitting on the ground. I added more power but the aircraft failed to move. I shut down the engine and aircraft and exited the airplane normally; albeit closer to the ground.I called a mechanic and airport personnel in fear that another aircraft would attempt to land while I had the runway fouled and darkness was quickly approaching. The FAA was notified of the disabled aircraft on the runway. This shut down of the runway via the NOTAMS while I worked at getting the airplane removed. I believe this to be true as no other airplanes attempted to takeoff or land during this time. This process took about 2 hours to locate the lifting equipment and a tow vehicle. The aircraft was towed to a hangar for further evaluation.

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Original NASA ASRS Text

Title: Bonanza pilot reported landing gear collapse after landing; resulting in minor damage to the aircraft.

Narrative: I received a call from an FAA person inquiring for more history on damage to Aircraft X in order to grant a ferry permit. While his questions pertained to a gear event that occurred over one year ago; I answered as best I could recall. He stated that the FSDO believed the aircraft had received substantial damage and that I had failed to report the event. I did not believe that it was a reportable event for several reasons; namely that the reporting paragraphs of NTSB 830.5 did not apply. There were no injuries; and there was no damage to anything other than the airplane; and it was very minimal damage.The damage consisted of main gear doors; nose gear doors; flaps; propeller; and one belly skin. All damage was topical in nature as the gear collapse happened at a very slow speed and the engine continued run after the event and was shut down normally. Additionally; three separate mechanics at two Beechcraft repair shops stated that was the least amount of damage they had ever seen. They each stated that with the skin replacement; repairing of gear doors and a [replacement] propeller; the aircraft could return to service immediately.After receiving the evaluations; and being unsure of exactly what caused the gear to retract and or fail; I elected to sell the airplane. The new owner attempted to get a ferry permit which was denied by this same office as they considered this substantial damage. I pointed out that nowhere in 830.5 was any of this light damage reportable. The inspector stated that it was. I don't want to be in denial of not reporting; but each of the inspecting mechanics said it was also not reportable. So through reading the FARs (Federal Aviation Regulations) and NTSB requirements; I could not find the applicable reporting parameters.The original event occurred in [month; year]. The OAT for the last 2.0 hours of the flight exceeded 100 degrees F. I am not sure what the interior cockpit temperature was but recall it was very hot; I ran out of drinking water for hydration; and had to wipe my brow every 3-4 minutes from perspiration. The descent was even hotter and very bumpy. I put the gear and flaps down normally for landing; used a landing checklist and a GUMP (Gas; Undercarriage; Mixture; Propeller) check and proceeded to land. I touched down in the first 300 ft. of the runway and the aircraft bounced and floated for approximately 1;000 ft. at about 65-70mph. After the bounce there were several strange noises which I could not identify as normal or their source as I was concentrating on re-transitioning to flare for landing again. I seemed to touch down normally and gently on the second landing. Then upon adding power to get over the hump of the runway and get to the first turnoff; the aircraft settled and stopped. I was in disbelief that I appeared to be sitting on the ground. I added more power but the aircraft failed to move. I shut down the engine and aircraft and exited the airplane normally; albeit closer to the ground.I called a mechanic and airport personnel in fear that another aircraft would attempt to land while I had the runway fouled and darkness was quickly approaching. The FAA was notified of the disabled aircraft on the runway. This shut down of the runway via the NOTAMS while I worked at getting the airplane removed. I believe this to be true as no other airplanes attempted to takeoff or land during this time. This process took about 2 hours to locate the lifting equipment and a tow vehicle. The aircraft was towed to a hangar for further evaluation.

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.