Mooney 201 flight crew inadvertently retracts gear during touch-and-go landing.

Attributes
ACN	563116
Time
Date	200210
Day	Fri
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : l18.airport
State Reference	CA
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	M-20 Series Undifferentiated or Other Model
Operating Under FAR Part	Part 91
Flight Phase	landing : roll
Flight Plan	None
Person 1
Affiliation	other
Function	flight crew : single pilot instruction : instructor oversight : pic
Person 2
Affiliation	other
Function	flight crew : single pilot instruction : trainee
Qualification	pilot : multi engine pilot : instrument pilot : cfi
Experience	flight time last 90 days : 150 flight time total : 4500 flight time type : 100
ASRS Report	563116
Events
Anomaly	aircraft equipment problem : less severe ground encounters : gear up landing
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : detected after the fact
Consequence	other other
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

PIC (CFI right seat -- PNF) was giving aircraft chkout/differences training to CFI (left seat -- PF). After airwork, stalls, steep turns, glide and slow flight, proceeded to non twred field for lndgs and takeoffs. PNF briefed PF to aircraft's tendency to float on lndgs and the need to retract flaps for braking and weight on wheels effectiveness. After a normal 45 degree entry and pattern, a 3 degree glide (PAPI) approach 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 aircraft skidded off centerline, stopping on runway edge approximately 1800 ft down along the right 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 hour duty days and received 7 hours sleep night before. The PF had not been told the landing would be to full stop by PNF and PF stated after occurrence he thought PNF was calling for go around. PF stated he was nervous because of the aircraft's tendency to dip and enter a spin during power on stalls. PF stated he should have familiarized himself with cockpit layout prior to flight 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/procedures has a partial role here.

Original NASA ASRS Text

Title: 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.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.