Narrative:

After landing my beachcraft twin bonanza, the gear retracted and collapsed on the runway. WX was clear with a right crosswind on final. The gear was checked down several times by myself and the right seat passenger. We touched down about 200 ft down. While the right gear never came off of the runway, the right wing was slightly higher than the left for sufficient crosswind inputs. I realized the aircraft was settling to the runway so I reached for the gear switch to ensure it was down. The switch was down when we stopped but I do not know if it was down or up when I grabbed it. Damage to the aircraft was limited. When I last talked to the FAA examiner, he had classified this as an incident because of the limited damage. Pertinent backgnd issues: I am currently an active duty military pilot with over 3000 hours total time. I currently have less than 200 hours civilian PIC time. The wing low crosswind landing technique is not a habit pattern yet and requires some concentration to counter the habit patterns established by 3000 hours of flight in aircraft that land in a crab. Early in my civilian training, I picked up the habit of bringing up the flaps on rollout to increase the weight on the wheels for braking purposes and to decrease the affects of a crosswind while on the ground. I decided about 3 months ago that that was probably not the best technique. There are 2 possible scenarios that caused the gear to retract. First, some malfunction or intermittent electrical problem caused it to. Second, I pulled the gear switch up thinking I was pulling the flaps up. I don't remember pulling the landing switch up. We have checked the gear system and while we have found a slight loose spot in the gear switch, I cannot defend the conclusion that that was sufficient enough to cause an up signal to the gear. Because I don't remember doing it, I can't come to the conclusion that I pulled the gear up. Because my mechanic and I can't find a problem with the gear system, I can't conclusively pin it on a mechanical failure either.

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Original NASA ASRS Text

Title: SMA GEAR COLLAPSED ON LNDG.

Narrative: AFTER LNDG MY BEACHCRAFT TWIN BONANZA, THE GEAR RETRACTED AND COLLAPSED ON THE RWY. WX WAS CLR WITH A R XWIND ON FINAL. THE GEAR WAS CHKED DOWN SEVERAL TIMES BY MYSELF AND THE R SEAT PAX. WE TOUCHED DOWN ABOUT 200 FT DOWN. WHILE THE R GEAR NEVER CAME OFF OF THE RWY, THE R WING WAS SLIGHTLY HIGHER THAN THE L FOR SUFFICIENT XWIND INPUTS. I REALIZED THE ACFT WAS SETTLING TO THE RWY SO I REACHED FOR THE GEAR SWITCH TO ENSURE IT WAS DOWN. THE SWITCH WAS DOWN WHEN WE STOPPED BUT I DO NOT KNOW IF IT WAS DOWN OR UP WHEN I GRABBED IT. DAMAGE TO THE ACFT WAS LIMITED. WHEN I LAST TALKED TO THE FAA EXAMINER, HE HAD CLASSIFIED THIS AS AN INCIDENT BECAUSE OF THE LIMITED DAMAGE. PERTINENT BACKGND ISSUES: I AM CURRENTLY AN ACTIVE DUTY MIL PLT WITH OVER 3000 HRS TOTAL TIME. I CURRENTLY HAVE LESS THAN 200 HRS CIVILIAN PIC TIME. THE WING LOW XWIND LNDG TECHNIQUE IS NOT A HABIT PATTERN YET AND REQUIRES SOME CONCENTRATION TO COUNTER THE HABIT PATTERNS ESTABLISHED BY 3000 HRS OF FLT IN ACFT THAT LAND IN A CRAB. EARLY IN MY CIVILIAN TRAINING, I PICKED UP THE HABIT OF BRINGING UP THE FLAPS ON ROLLOUT TO INCREASE THE WT ON THE WHEELS FOR BRAKING PURPOSES AND TO DECREASE THE AFFECTS OF A XWIND WHILE ON THE GND. I DECIDED ABOUT 3 MONTHS AGO THAT THAT WAS PROBABLY NOT THE BEST TECHNIQUE. THERE ARE 2 POSSIBLE SCENARIOS THAT CAUSED THE GEAR TO RETRACT. FIRST, SOME MALFUNCTION OR INTERMITTENT ELECTRICAL PROB CAUSED IT TO. SECOND, I PULLED THE GEAR SWITCH UP THINKING I WAS PULLING THE FLAPS UP. I DON'T REMEMBER PULLING THE LNDG SWITCH UP. WE HAVE CHKED THE GEAR SYS AND WHILE WE HAVE FOUND A SLIGHT LOOSE SPOT IN THE GEAR SWITCH, I CANNOT DEFEND THE CONCLUSION THAT THAT WAS SUFFICIENT ENOUGH TO CAUSE AN UP SIGNAL TO THE GEAR. BECAUSE I DON'T REMEMBER DOING IT, I CAN'T COME TO THE CONCLUSION THAT I PULLED THE GEAR UP. BECAUSE MY MECH AND I CAN'T FIND A PROB WITH THE GEAR SYS, I CAN'T CONCLUSIVELY PIN IT ON A MECHANICAL FAILURE EITHER.

Data retrieved from NASA's ASRS site as of July 2007 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.