GEAR RETRACTION INSTEAD OF FLAPS ON LNDG ROLL.

Narrative

THIS STARTED AS A BAD DAY. I WOKE UP AT EARLY 00AM AFTER 4 HRS OF SLEEP. DROVE 1 1/2 HRS. WORKED 1 1/2 HRS AND DROVE AGAIN UNTIL XB30. I WAS SUPPOSED TO BE AT THE ARPT AT XX30 AND XY. CFI LEFT AT XY FOR LUNCH AND RETURNED 1 1/2 HRS LATER. WE RUSHED THROUGH PREFLT AND ACFT CHKOUT BECAUSE I WAS SUPPOSED TO BE ON THE N CAROLINA'S OUTER BANKS AT XZ00 PM. ACFT CHKOUT WAS NEEDED BECAUSE I HAD ONLY .7 HRS IN ACFT AND NONE AS PIC. AFTER 1 TOUCH AND GO AND 1 LNDG; THE CFI LET ME GO; (THE ACFT WAS EASY TO FLY). I FLEW OVER TO LEE ARPT (FROM EASTON ARPT) TO PICK UP MY WIFE. I HAD A FEW IRRELEVANT PROBLEMS WITH THE RADIOS (FIGURING THEM OUT); AND THEN ENTERED A L DOWNWIND FOR RWY 30. I THEN HEARD AN SMA ON XWIND FOR RWY 12. AFTER TURNING DOWNWIND FOR 12; I SELECTED GEAR DOWN AND WATCHED THE NOSEGEAR INDICATOR GO DOWN AND OBSERVED THE ONLY GREEN LIGHT. A LITTLE DISTRACTED BY ALL OF THIS; I FOUND MYSELF AT 650 FT. PWR UP AND BACK UP TO 750; TURNED BASE; THEN FINAL. ON FINAL I AGAIN CHKED GREEN LIGHT; FULL FLAPS. I CROSSED THE THRESHOLD ABOUT 95-100 KTS. TOO FAST. I THOUGHT ABOUT A GAR AFTER 1/4 OF THE RWY (2650 FT); SHOULD HAVE DONE IT; AND LANDED AFTER 1/3 OF THE RWY. I BRAKED MODERATELY DUE TO THE LIFT STILL PROVIDED BY THE WINGS. I DECIDED TO GET RID OF THE FLAPS TO INCREASE BRAKING EFFECTIVENESS; AND INSTEAD GRABBED THE GEAR HANDLE. THE SPRING AND PLUNGER INSTALLED TO PREVENT STUPID MISTAKES FAILED; GEAR WENT UP AND THE PLANE WENT DOWN. AFTER ACFT STOPPED I COULDN'T EVEN THINK OF WHAT I COULD HAVE DONE WRONG. THE ONLY POSSIBILITY TO ME WAS THAT BRAKING COULD HAVE CAUSED THE NOSE GEAR TO COLLAPSE; AS THE NOSE GOING DOWN WAS THE FIRST INDICATION OF A PROBLEM. 10 MINS AFTER THE INCIDENT; A LCL CFI POINTED OUT THAT THE GEAR SWITCH WAS UP; AND I TRIED TO CONVINCE HIM THAT UP WAS DOWN (ON THE GEAR SWITCH THAT IS). IT WASN'T FOR ANOTHER 40 MINS THAT I REALIZED THAT I HAD DONE SOMETHING WRONG. I HAD EVEN CALLED THE FAA AND TOLD THEM THAT I DID NOTHING WRONG.