ERA19TA067

The pilot reported that during taxi after landing on a 2,550-ft-long asphalt runway, he intended to retract the flaps, but accidently retracted the landing gear, resulting in the nose gear and right main landing gear collapsing on the runway. The pilot added that that there were no preimpact mechanical malfunctions with the airplane. Examination of the accident site revealed runway scrape marks and propeller strikes originating about 1,000 ft beyond the approach end of the runway. The marks extended about 500 ft and terminated at the wreckage, off the left side of the runway. The left main landing gear remained extended and the right wing and lower fuselage sustained damage. The length of scrape marks and extent of damage were consistent with a landing gear collapse during a high-speed landing rollout, rather than a low-speed taxi after landing. The airplane was equipped with a squat switch on both main landing gear to prevent inadvertent landing gear retraction on the ground; however, the switch required weight-on-wheels to work effectively. It's likely that the pilot bounced the landing and attempted to retract the flaps in an effort to settle the airplane on the runway for better wheel braking; however, without weight on the right main landing gear, the gear retracted when the pilot inadvertently moved the landing gear lever instead of the flap lever.

On November 23, 2018, about 0820 eastern standard time, a Beech A36, N41VK, was substantially damaged when it was involved in an accident in Summerland Key, Florida. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that during taxi after landing, he intended to retract the flaps, but accidently retracted the landing gear, resulting in the nose gear and right main landing gear collapsing on the runway. The pilot also reported that there were no preimpact mechanical malfunctions with the airplane. Examination of the accident site by a Federal Aviation Administration inspector revealed runway scrape marks and propeller strikes originating about 1,000 ft beyond the approach end of runway 12, a 2,550-ft-long asphalt runway. The marks extended about 500 ft and terminated at the wreckage, off the left side of the runway. The inspector added that the left main landing gear remained extended and he noted damage to the right wing and lower fuselage. The airplane was equipped with a squat switch on both main landing gear to prevent inadvertent landing gear retraction on the ground; however, the switch required weight-on-wheels to work effectively.