On July 22, 2002, about 2100 mountain standard time, a Cessna TR182, N756EV, landed with the gear partially extended at the Yuma International Airport, Yuma, Arizona. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot, the sole occupant, was not injured; the airplane sustained substantial damage. The cross-country personal flight departed the Fresno Yosemite International Airport, Fresno, California, about 1810 Pacific daylight time, with a planned destination of Yuma. Visual meteorological conditions prevailed, and a flight plan had not been filed. During a telephone interview with a National Transportation Safety Board investigator, the pilot reported that he was attempting to land on runway 17 in night conditions. Upon touchdown, he did not recall feeling anything abnormal. As he started the landing roll, the airplane lifted up and then began to move back down, which he thought was a feeling consistent with the landing gear retracting. He explained that the Cessna 182's landing gear is designed in such a way that the gear retracts by extending down first, and will subsequently retract up, inside the fuselage. As the airplane began to sink, he inadvertently applied rudder inputs, resulting in the airplane veering off the runway. He noted that the nose gear remained in the down and locked position the entire duration of the accident sequence. The pilot described his usual procedures of verifying that the landing gear was in a down and locked position. He stated that he visually looks at the gear handle, checking to make sure that it is in the corresponding down position. He checks to make sure that the gear indicator light is illuminated green. He looks out the window to get a visual confirmation that the landing gear is in the appropriate position. Finally, while landing, he listens for the gear warning horn, which is a horn that will sound if the gear is retracted and the manifold pressure is low. The pilot further explained that the airplane has one sole gear-indicator light. When the landing gear is in the down and locked position, the gear indicator light can be dimmed by turning the knob that the indicator light is located in. When turned counterclockwise, the bulb is fully revealed, which illuminates the indicator light bright green. When turned clockwise, the bulb becomes covered and no illumination will be seen, making the knob dark. The knob also serves as a "press to test" button, which, once depressed, will illuminate bright green indicating that the light is functional. The gear indication light will not illuminate by turning the knob if the gear is not in the down and locked position; however, it will illuminate if the "press to test" button is depressed and the gear is not in the down and locked position. Being a retired United States Air Force pilot, who was often flying night missions, the pilot stated that he likes the cockpit to be dark. He often dims all of the panel lights in an effort to help his eyes adjust, which facilitates his night vision. He stated that the night of the accident he probably had the gear indicator light turned fully clockwise, in the full-dark position. While on final approach, he remembers specifically seeing the gear indicator light illuminated green. He said that is was a possibility that while attempting to illuminate the light by turning the knob counterclockwise, he had accidentally depressed the indicator knob. This would have given him a false indication that the gear was in the down and locked position. The pilot stated that he did not hear the gear warning horn sound before touchdown. He does not remember if he looked out the window to confirm if the gear was down, but thought the night conditions might have made it difficult for him to determine their position. A National Transportation Safety Board investigator interviewed an inspection authorization (IA) mechanic, who examined the damage to the airplane that incurred during the accident. He stated that the illumination setting for the gear indicator was in the dim position, which would make the green indicator light very difficult to see in dark conditions. He talked to other mechanics in Yuma that inspected the airplane immediately after the accident. Upon arriving at the wreckage, they noted that the circuit breaker for the landing gear had popped out. After resetting the circuit breaker, they put the airplane on jacks and cycled the landing gear. They found no mechanical deficiencies with the landing gear. The IA also cycled the land gear and inspected the system, finding no anomalies or mechanical defects. The IA further noted that the landing gear is designed in such a way that the nose wheel extends first, with the main gear simultaneously following.