20010623015249I

(-23) At approximately 10:00 am listened to ATIS, contacted ground, requested permission to taxi and perform touch and goes, was given permission to taxi to runway 25L, I acknowledged 25L and proceeded to taxi to runway 25L, prior to contacting the tower went through the checklist, contacted the tower, ready to go and was cleared for take-off 25L with instruction to maintain a tight left pattern. I acknowledged cleared for take-off, 25L, and maintain tight left pattern. 0N take-off everything was normal, raised the landing gear at about 400 feet above ground and made a left climbing turn an d continued to climb while turning to left downwind, attaining an altitude of about 2400 feet after turning left on downwind. Reduced the power and lowered the landing gear at about 2400 feet after turning left on downwind. Reduced the power and lowered the landing gear at about 130 mph about mid-field, got the landing gear green light, and trimmed the aircraft. Tower gave permission to touch and go, put on about 10 percent of flaps turned on to left base, put on another 40 percent of flaps, did gump (gas, undercarriage, mixture and prop) turned left to final, was a little high, put on 100% of flaps, reduced power, everything seemed normal. Flared nicely, with the yoke all the way back, power all the way back, soft touch down, raised the flaps, adjusted the trim, started to provide power for take-off, aircraft started to sink, immediately throttled back, took the yoke with my right hand, turn fuel to off, took the yoke with left hand, reached for and turned the master switches to the off position just as the prop struck the runway. Plane slid to a stop, I sat for a short moment, released the seat belt and quickly exited the aircraft. Airpost operations personnel arrived a few minutes later, inquiring if I was "ok", and one of them stated that the battery must be disconnected. I promptly obtained a screwdriver from the luggage compartment, raised the right cowling, removed the battery box lid and removed the battery cables. Operations personnel ordered a tow truck and took me back to my hanger where my truck was parked inside the hanger. I then drove to the terminal parking lot and waited in the airport operations trailer for the tow truck. When the tow truck arrived we obtained a mechanic (rudy) from westwind aviation (none were available at cutter) who gave ins structions to the tow truck operators on how to lift the aircraft. The airplane was towed to cutter aviation where maintenance work on the aircraft had been performed, and maintenance work was still ongoing. Only line personnel were available at cutter and no one knew how to position the aircraft onto wing jacks so the aircraft was towed to westwind where the mechanic (rudy-last name not known) was on duty. Rudy and an assistant maneuvered the craft onto the wing jacks and secured the landing gear and then westwind personnel towed the aircraft back to hangar 16-10. On Monday, June 23, 2001 I called and asked al yoder at westwind to assess the damage and causes. On Tuesday I again asked him to determine the cause of accident. On Thursday he told me the gear had not locked.