20031201032609I

(-23) Pilot statement: on dec. 1, 2003, my aircraft, a Beech bonanza F33A (N961WW) was scheduled to go in for an annual inspection. I had made an appointment for the annual about three weeks earlier with privacy data omitted of air sierra, inc. at Minden airport (mev). I checked with air sierra early on dec. 1 to make sure they were ready to take my plane. They recommended that I bring the plane in with the engine warmed up so they could do an immediate compression check and start the draining for an oil change. I proceeded to my hangar to get my plane and decided to fly one time around the local traffic pattern at Minden to do the warm up. Before taking the plane out of the hangar, I did a complete preflight inspection iaw the POH. No defects or unusual conditions were noted. After engine start I listened to wx on AWOS 119.325. Wind was calm no adverse cloud or other wx conditions were reported. I set the altimeter to the reported value. Upon starting to taxi, I heard another aircraft in the traffic pattern, and I recognized it to be a Piper cherokee which belongs to the flying start aero flight school at Minden. I called UNICOM on 122.80 and asked for a radio check. I received no reply from the ground but the instructor in the Piper said he heared me loud and clear. I proceeded then to taxi out to the runup pad and also announced on 122.80 that I was taxiing from south hangars to runway 34. Upon reaching the run up pad area at runway 34, I proceeded to do the flight control and engine run up in accordance with the POH checklist. Everything checked normal including the voltage and amperage, instrument air, prop, and engine magnetos and gauges. After completing the before takeoff checklist, I circled the aircraft to visually inspect the traffic pattern and I saw the other aircraft from the flight school on final. I held my position and waited until that aircraft had done a touch and go and was turning crosswind to downwind in the pattern before starting my takeoff. I announced on 122.80 that I was taking runway 34 at Minden for left closed traffic. Upon taking the runway and giving the engine full throttle, I leaned the mixture for field elevation/fuel flow and proceeded with the takeoff. Everything operated normally on takeoff, and I retracted the gear on climb out to pattern altitude. I self announced my crosswind leg and also again on turning to downwind. When established on downwind, I was at pattern altitude, and I remember reaching and lowering the gear handle because it is my practice to always lower the gear before lowering the flaps. I remember then lowering flaps to 10 degrees. (My usual downwind configuration is 15 inches manifold, gear down, 10 degrees flaps. This gives me 100 mph indicated airspeed and establishes the rest of the pattern procedure). I self announced my downwind leg position (midfield) on 122.80. It was at this point that I heard a corporate jet (I believe it was a Cessna citation, but I can't remember the call sign) announce a four mile straight-in final to runway 34 at Minden. Also within a matter of two or three seconds, the Piper ahead of me announced his turn to the base leg. I immediately diverted by attention to see if I could pick up a visual on the incoming jet because I had not heard an acknowledgment from either the Piper or the jet as to a possible conflict. (This has happened several times at Minden where corporate and other large aircraft make straight in approaches when others are in a left traffic pattern and are self announcing their positions). My intent was to alert the Piper in case he hadmissed the call from the incoming jet. It was in this short time of about 5-10 seconds that my attention was diverted from completing the required "gumps" check. I do remember specifically checking the mixture and the prop controls. The aircraft felt normal for the airspeeds and throttle settings that I used and I heard no unusual sounds. After seeing that the jet had landed and the Piper was number 2 behind them, I extended my downwind about a quarter of a mile to allow for some additional spacing. I proceeded to turn to base leg, lowered flaps to 20 degrees, and self announced. At this point I saw that the jet had cleared the runway and the Piper was over the numbers to do a touch and go. I then turned and self announced a one half mile final to runway 34 and a full stop. I lowered the last notch of flaps to full, and flew the rest of the approach to the runway surface. The first indication of a problem was in the flare just above the runway surface and I observed the prop coming to a stop, tips bent, and the aircraft settling onto the surface in a slide. There was absolutely no sound from the gear up warning horn. The aircraft came to a stop after sliding approximately 200 yardsand I noticed a distinct odor like that of burning electrical circuits. My immediate reaction was to shut down the master switch and exit the aircraft as soon as possible because the fuel tanks were full. On the way out of the aircraft, I did pick up the microphone and announced that I had landed gear up and was blocking the runway. The instructor in the Piper then relayed the message and airport personnel arrived to the scene shortly thereafter. The airport manager, privacy data omitted, took digital photos of the aircraft exterior and inside the cockpit. (These photos are available at the airport office). Several maintenance personnel came out to the scene and after securing permission from the FAA, the aircraft was lifted by a forklift and chain and the gear was manually cranked down. The aircraft was then towed back to hangar E-9 where it awaits inspection by the FAA and insurance company personnel. Additional notes: tach ttsn = 2568.4 current engine is a factory reman installed at tach 1367.8.