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.