Narrative:

The incident was caused by a mental lapse. Contributing factor was gear retraction switch is in approximately position of most flap retraction switches with which I was familiar, prior time in mooney M20C was 300 hours. A procedure I normally follow is to not retract flaps until clear of active and to say flaps out loud to help focus and insure proper switch is activated. Either or both of these procedures would likely have prevented this incident. FBO completed the annual on the 1959 beechcraft bonanza owned by myself and partner. The aircraft was released at approximately XA00 that same day. Prior to returning the aircraft to its hangar, I embarked on a local flight of approximately 30 mins. The flight culminated with a VFR practice ILS approach to runway 25 from which I executed a circle to land on runway 18 which was more directly aligned with the prevailing wind. The landing gear had been extended on the ILS approach and remained so during the circle to land. Upon turning final to runway 18, I extended full flaps and performed 2 gump checks which included shutting off navigation lights momentarily to confirm green light for mains. The approach was stable as was the landing. With the mains and nose gear on the runway and the aircraft decelerating I intended to retract the flaps but instead activated the gear retraction switch. The warning horn sounded and the gear collapsed. The aircraft came to rest 1200-1500 ft from the threshold on the runway centerline. I would estimate the aircraft speed at the time of retraction to be 35-40 KTS, at maximum, perhaps slower. I exited the aircraft after turning magnetos off and was uninjured. I was the sole occupant. The WX that day was mild, with good visibility and the runway surface was dry.

Related reports:

Google
 

Original NASA ASRS Text

Title: PROP STRIKE AND ACFT DAMAGE DUE TO INADVERTENT GEAR RETRACTION WHILE ON THE LNDG ROLLOUT AT SQI, IL.

Narrative: THE INCIDENT WAS CAUSED BY A MENTAL LAPSE. CONTRIBUTING FACTOR WAS GEAR RETRACTION SWITCH IS IN APPROX POS OF MOST FLAP RETRACTION SWITCHES WITH WHICH I WAS FAMILIAR, PRIOR TIME IN MOONEY M20C WAS 300 HRS. A PROC I NORMALLY FOLLOW IS TO NOT RETRACT FLAPS UNTIL CLR OF ACTIVE AND TO SAY FLAPS OUT LOUD TO HELP FOCUS AND INSURE PROPER SWITCH IS ACTIVATED. EITHER OR BOTH OF THESE PROCS WOULD LIKELY HAVE PREVENTED THIS INCIDENT. FBO COMPLETED THE ANNUAL ON THE 1959 BEECHCRAFT BONANZA OWNED BY MYSELF AND PARTNER. THE ACFT WAS RELEASED AT APPROX XA00 THAT SAME DAY. PRIOR TO RETURNING THE ACFT TO ITS HANGAR, I EMBARKED ON A LCL FLT OF APPROX 30 MINS. THE FLT CULMINATED WITH A VFR PRACTICE ILS APCH TO RWY 25 FROM WHICH I EXECUTED A CIRCLE TO LAND ON RWY 18 WHICH WAS MORE DIRECTLY ALIGNED WITH THE PREVAILING WIND. THE LNDG GEAR HAD BEEN EXTENDED ON THE ILS APCH AND REMAINED SO DURING THE CIRCLE TO LAND. UPON TURNING FINAL TO RWY 18, I EXTENDED FULL FLAPS AND PERFORMED 2 GUMP CHKS WHICH INCLUDED SHUTTING OFF NAV LIGHTS MOMENTARILY TO CONFIRM GREEN LIGHT FOR MAINS. THE APCH WAS STABLE AS WAS THE LNDG. WITH THE MAINS AND NOSE GEAR ON THE RWY AND THE ACFT DECELERATING I INTENDED TO RETRACT THE FLAPS BUT INSTEAD ACTIVATED THE GEAR RETRACTION SWITCH. THE WARNING HORN SOUNDED AND THE GEAR COLLAPSED. THE ACFT CAME TO REST 1200-1500 FT FROM THE THRESHOLD ON THE RWY CTRLINE. I WOULD ESTIMATE THE ACFT SPD AT THE TIME OF RETRACTION TO BE 35-40 KTS, AT MAX, PERHAPS SLOWER. I EXITED THE ACFT AFTER TURNING MAGNETOS OFF AND WAS UNINJURED. I WAS THE SOLE OCCUPANT. THE WX THAT DAY WAS MILD, WITH GOOD VISIBILITY AND THE RWY SURFACE WAS DRY.

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.