ON LNDG ROLL; R GEAR COLLAPSES. AS ACFT SKIDS OFF RWY NOSE AND L GEAR COLLAPSE.

Narrative

APCH AND LNDG WAS NORMAL. APPROX 300 FT FROM TOUCHDOWN THE R GEAR COLLAPSED. THE PLANE CONTINUED SKIDDING DOWN THE RWY IN A CURVING DIRECTION TO THE R; WHEN THE PLANE LEFT THE RWY AND STARTED ACROSS THE GRASSY AREA; THE L GEAR AND THE NOSE GEAR COLLAPSED. THE PLANE CAME TO A STOP APPROX 100 FT FROM THE RWY. THE INCIDENT DID NOT RESULT IN SUBSTANTIAL DAMAGE. AFTER GOING OVER THE INCIDENT IN MY MIND I AM SURE THE GEAR WAS DOWN UPON LNDG; HOWEVER; I DO REMEMBER THINKING BECAUSE OF A XWIND SIT I WOULD RAISE THE FLAPS TO INSURE BETTER CONTACT AND DIRECTIONAL CTL ONCE I HAD LANDED. AFTER I DEPLANED AND REGAINED MY COMPOSURE I CHKED THE FLAPS AND THEY WERE STILL IN THE DOWN POS SO I CAN ONLY ASSUME I HIT THE GEAR SWITCH INSTEAD. MY POLICY WAS; AND STILL IS; NOT TO TOUCH THE FLAPS UNTIL I AM CLR OF THE RWY. POLICIES ARE NOT WORTH MUCH UNLESS YOU FOLLOW THEM WHICH I PROBABLY WILL IN THE FUTURE. AT SOME POINT IN THE FUTURE I WOULD LIKE TO SEE THE PANEL IN LIGHT ACFT STANDARDIZED IN RELATION TO THE LOCATION OF FLAP AND GEAR SWITCHES AS I ALSO FLY AN SMA X AND THEY ARE REVERSED. NO EXCUSE OFFERED BUT OLD HABITS ARE HARD TO BREAK. P.S.; THE GEAR SWITCH WAS STILL IN THE DOWN POS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THE INSURANCE COMPANY TOTALED THE ACFT; TORE IT DOWN AND FEELS THE XWIND FACTOR WAS THE PROB. THE SIDE LOADING ON THE R GEAR CAUSED IT TO COLLAPSE; THE SUBSEQUENT SKIDDING AND RWY EXCURSION CAUSED THE NOSE AND L GEAR PROBS. RPTR INITIAL ASSESSMENT HE FEELS WAS NOT CORRECT. DID NOT RETRACT GEAR AS HE THOUGHT. HE HAS BEEN RECERTIFIED BY FAA. STATES THAT THE 30 KT XWIND IS MORE THAN HE WAS USED TO.