Narrative:

After successful completion of a flight from grass valley airport (O17) to eureka (eka), I inadvertently switched the gear lever to the up position. The gear partially retracted, resulting in a propeller strike. The aircraft came to rest on the nose and left wingtip, with the right main gear still extended. Several factors contributed to my momentary inattn and departure from normal after landing procedure. Flight conditions included continuous turbulence which, combined with a broken cloud layer above and unfamiliar mountainous terrain below, made the flight more challenging and fatiguing than anticipated. The approach and landing were made in windy, gusty conditions with a significant crosswind component. Another aircraft was holding short of the runway for departure. I thought the pilot shop, which I intended to visit, might be about to close. I assume that my state of mind was affected cumulatively by all of these factors as I taxied clear of the runway toward the ramp. I did not stop to perform my after landing chores, nor did I have a conscious, deliberate attitude toward them. As the aircraft nosed over, I almost immediately realized that I had just casually flipped the gear switch up, but I couldn't account for my action. Unfortunately, there is probably nothing new to be learned from this incident. For me, it strongly reinforces the need to be consistent in following established procedures in any phase of flight, and to resist the urge to rush because of external influences.

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Original NASA ASRS Text

Title: PLT OF A BEECH BONANZA BE35 INADVERTENTLY RAISED THE LNDG GEAR DURING TAXI IN WHEN LEAVING THE RWY.

Narrative: AFTER SUCCESSFUL COMPLETION OF A FLT FROM GRASS VALLEY ARPT (O17) TO EUREKA (EKA), I INADVERTENTLY SWITCHED THE GEAR LEVER TO THE UP POS. THE GEAR PARTIALLY RETRACTED, RESULTING IN A PROP STRIKE. THE ACFT CAME TO REST ON THE NOSE AND L WINGTIP, WITH THE R MAIN GEAR STILL EXTENDED. SEVERAL FACTORS CONTRIBUTED TO MY MOMENTARY INATTN AND DEP FROM NORMAL AFTER LNDG PROC. FLT CONDITIONS INCLUDED CONTINUOUS TURB WHICH, COMBINED WITH A BROKEN CLOUD LAYER ABOVE AND UNFAMILIAR MOUNTAINOUS TERRAIN BELOW, MADE THE FLT MORE CHALLENGING AND FATIGUING THAN ANTICIPATED. THE APCH AND LNDG WERE MADE IN WINDY, GUSTY CONDITIONS WITH A SIGNIFICANT XWIND COMPONENT. ANOTHER ACFT WAS HOLDING SHORT OF THE RWY FOR DEP. I THOUGHT THE PLT SHOP, WHICH I INTENDED TO VISIT, MIGHT BE ABOUT TO CLOSE. I ASSUME THAT MY STATE OF MIND WAS AFFECTED CUMULATIVELY BY ALL OF THESE FACTORS AS I TAXIED CLR OF THE RWY TOWARD THE RAMP. I DID NOT STOP TO PERFORM MY AFTER LNDG CHORES, NOR DID I HAVE A CONSCIOUS, DELIBERATE ATTITUDE TOWARD THEM. AS THE ACFT NOSED OVER, I ALMOST IMMEDIATELY REALIZED THAT I HAD JUST CASUALLY FLIPPED THE GEAR SWITCH UP, BUT I COULDN'T ACCOUNT FOR MY ACTION. UNFORTUNATELY, THERE IS PROBABLY NOTHING NEW TO BE LEARNED FROM THIS INCIDENT. FOR ME, IT STRONGLY REINFORCES THE NEED TO BE CONSISTENT IN FOLLOWING ESTABLISHED PROCS IN ANY PHASE OF FLT, AND TO RESIST THE URGE TO RUSH BECAUSE OF EXTERNAL INFLUENCES.

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.