MOONEY 201 FLC INADVERTENTLY RETRACTS GEAR DURING TOUCH-AND-GO LNDG.

Narrative

PIC (CFI R SEAT -- PNF) WAS GIVING ACFT CHKOUT/DIFFERENCES TRAINING TO CFI (L SEAT -- PF). AFTER AIRWORK; STALLS; STEEP TURNS; GLIDE AND SLOW FLT; PROCEEDED TO NON TWRED FIELD FOR LNDGS AND TKOFS. PNF BRIEFED PF TO ACFT'S TENDENCY TO FLOAT ON LNDGS AND THE NEED TO RETRACT FLAPS FOR BRAKING AND WT ON WHEELS EFFECTIVENESS. AFTER A NORMAL 45 DEG ENTRY AND PATTERN; A 3 DEG GLIDE (PAPI) APCH AND NORMAL TOUCHDOWN; THE PNF CALLED FOR 'GEAR UP' INADVERTENTLY. THE APPROPRIATE CALL BEING 'FLAPS UP.' AS THE PF REACHED AND ACTUATED THE GEAR; THE PNF FOLLOWED THE PF'S ARM AND RETURNED THE GEAR HANDLE TO 'GEAR DOWN.' THE WARNING HORN SOUNDED AT THIS TIME. THE ACTUATOR CIRCUIT BREAKER POPPED; GEAR COLLAPSED AND ACFT SKIDDED OFF CTRLINE; STOPPING ON RWY EDGE APPROX 1800 FT DOWN ALONG THE R EDGE. HUMAN PERFORMANCE: THE PF AND PNF WERE IN THE COMMAND/RESPONSE (NOT RESPOND) MODE OF CRM; IE; TELL/DO PNF WAS ON DAY 5 OF 12-14 HR DUTY DAYS AND RECEIVED 7 HRS SLEEP NIGHT BEFORE. THE PF HAD NOT BEEN TOLD THE LNDG WOULD BE TO FULL STOP BY PNF AND PF STATED AFTER OCCURRENCE HE THOUGHT PNF WAS CALLING FOR GAR. PF STATED HE WAS NERVOUS BECAUSE OF THE ACFT'S TENDENCY TO DIP AND ENTER A SPIN DURING PWR ON STALLS. PF STATED HE SHOULD HAVE FAMILIARIZED HIMSELF WITH COCKPIT LAYOUT PRIOR TO FLT TO A HIGHER DEGREE. PNF STATED (MYSELF) THAT AS SOON AS COMMAND WAS GIVEN; IT WAS RECOGNIZED AS INCORRECT AND CORRECTED. PNF WAS NOT 100% MENTALLY AND STATED THIS AFTER THE FACT. I ALSO FEEL THAT INCONSISTENCIES IN CFI CALLOUTS/PROCS HAS A PARTIAL ROLE HERE.