PLT RAISED THE GEAR PREMATURELY DURING A TOUCH-AND-GO.

Narrative

I WAS MAKING A SHORT VFR FLT IN THE LCL AREA AROUND ARPT. UPON RETURNING TO THE ARPT THE PLAN WAS TO MAKE A TOUCH- AND-GO LNDG FOR PRACTICE AND THEN A FULL STOP. THE LNDG PATTERN ENTRY; LNDG CHKLIST AND INITIAL LNDG WERE UNEVENTFUL; BUT ON THE TKOF PORTION OF THE TOUCH-AND-GO I REACHED FOR THE GEAR SWITCH INSTEAD OF THE FLAP SWITCH WHILE I WAS PERFORMING THE FLAP RETRACTION PROC. I MENTALLY SAID 'FLAPS;' REACHED TO THE R SIDE OF THE PANEL AND ACTIVATED WHAT I BELIEVED TO BE THE FLAP SWITCH. THE ACFT SUBSEQUENTLY SETTLED ONTO THE RWY AND SLID TO A STOP. I FLY A 1960 M-35 MODEL BONANZA WHICH HAS A GEAR AND FLAP SWITCH SETUP THAT IS NOT COMMON TO MOST ACFT. THE SWITCHES ON THE PANEL ARE IN A 'PIANO KEY' CONFIGN WHERE ALL OF THE SWITCHES ARE IN A LINE AND THE VARIOUS SWITCHES ARE IDENTICAL. THE EXCEPTION IS THAT THE GEAR KEY HAS A 3/8 INCH PROFILE OF A TIRE RISING FROM IT AND THE FLAP KEY HAS A SIMILAR PROFILE ON IT SIMULATING A FLAP. SOMETHING ELSE ABOUT THIS PANEL THAT IS NOT COMMON WITH OTHER ACFT IS THAT THE GEAR SWITCH IS ON THE R SIDE OF THE PANEL AND THE FLAP SWITCH IS ON THE L. NONE OF THIS HAS PRESENTED A PROB FOR ME IN THE PAST. I HAVE LOGGED OVER 750 HRS OF FLT TIME IN THIS PARTICULAR ACFT OVER THE PAST 6 YRS AND HAVE BEEN AWARE OF THE NONSTANDARD CONFIGN. I HAVE ALSO BEEN AWARE OF THE POSSIBILITY FOR UTILIZING THE WRONG SWITCH AND HAVE IMPLEMENTED PROCS IN MY FLYING THAT HAVE COMPENSATED FOR THIS CONFIGN. ALSO; SINCE THIS PARTICULAR ACFT HAS BEEN THE ONLY ONE THAT I FLEW IN THE PAST; I HAVE DEVELOPED SOME GOOD HABIT PATTERNS AND THERE WAS NEVER A CONFLICT OR QUESTION WHICH SWITCH TO UTILIZE. I NORMALLY USED A 2- STEP PROC FOR RAISING THE FLAPS WHERE I PUT MY HAND ON THE SWITCH; MENTALLY SAID 'FLAPS;' LOOKED AT THE SWITCH; AND THEN ACTUATED IT. UNFORTUNATELY; THAT IS NOT THE PROC I USED DURING THE TOUCH-AND-GO LNDG ON DEC/XX/94. WITHIN THE PAST YR AND A HALF I HAVE EARNED MY CFI; CFII; AND MEI RATINGS AND HAVE BEEN LOGGING FLT TIME IN A VARIETY OF ACFT; ALL OF WHICH HAVE THE FLAP SWITCH ON THE R SIDE OF THE PANEL. WHILE THERE CAN BE NO EXCUSE FOR UTILIZING THE IMPROPER SWITCH TO ATTEMPT TO RAISE THE FLAPS; I CAN ONLY DEDUCE THAT THIS MUST HAVE BEEN A CONTRIBUTING FACTOR (THE LARGEST CONTRIBUTING FACTOR BEING MY FAILURE TO POSITIVELY IDENT THE SWITCH I WAS ACTUATING). OTHER CONTRIBUTING FACTORS MAY BE THE FACT THAT I RARELY DO TOUCH-AND-GO TYPE LNDGS IN THE BONANZA AND I HAD NOT FLOWN THAT ACFT IN THE PAST 2 WKS. THIS LEFT ME VULNERABLE TO PROCEDURAL ERRORS AND I FAILED TO COMPENSATE FOR THIS. THE ONLY CORRECTIVE ACTION I CAN THINK OF WILL BE A CHANGE IN PROCS. IT IS NOT POSSIBLE TO CHANGE THE PANEL CONFIGN OF THIS ACFT TO MAKE IT SIMILAR TO THAT OF OTHER ACFT. A KIT FOR MODIFICATION AND STC ARE NOT AVAILABLE AND AN INDIVIDUAL MODIFICATION COULD LEAVE ME OPEN TO LIABILITY IF I SOLD THE ACFT TO ANOTHER INDIVIDUAL. AS LONG AS I CONTINUE TO FLY A VARIETY OF ACFT I WILL BE EXPOSING MYSELF TO THIS KIND OF PROB. I WILL NOW VISUALLY AND POSITIVELY IDENT EACH SWITCH IN THE COCKPIT I ACTIVATE AND WILL PAY CLOSER ATTN DURING CONFIGN CHANGES IN ALL THE ACFT I FLY.