On March 21, 2010, about 1435 eastern daylight time, a Beech 95-B55, N1572L, was substantially damaged during landing at the Flying W Airport (N14), Lumberton, New Jersey. The certificated airline transport pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. In a written statement to a Federal Aviation Administration (FAA) inspector, the pilot stated that he departed from the Red Lion Airport (N73), Vincetown, New Jersey for N14 to practice landings and to get fuel. The pilot stated that the first landing, a touch and go, was "normal." On the second approach to landing, the pilot conducted a go-around for traffic. On the third approach for landing, the pilot stated that the emergency exit window opened, and the pilot conducted a full-stop landing in order to close the window. On the downwind leg of the traffic pattern for the next landing, the cabin door "popped open." The pilot stated that there was "excessive buffet" and "right yaw," and flew the approach at a faster than normal airspeed. The pilot stated that the landing and landing rollout were normal, and about 1,500 feet after the touchdown point, the airplane's nose landing gear "collapsed", followed by the left main landing gear, and then the right main landing gear. After the accident, several individuals assisted in recovering the airplane from the runway. In a written statement to the FAA, one volunteer stated that after several unsuccessful attempts, the airplane was partially raised. He entered the airplane and lowered the landing gear manually. The gear deployed, locked in position, and the airplane was towed off the runway. On March 24, 2010, the airplane was examined by an FAA inspector, who placed the airplane on jacks, deployed the landing gear, and observed the gear to lock completely in both the stowed and down and locked positions. The landing gear doors opened and closed completely and in the proper sequence. According to the FAA inspector, "no discrepancies were noted." In a postaccident interview, the pilot stated to the FAA inspector that it was his habit to retract the wing flaps during the landing rollout. During examination of the airplane, the FAA inspector observed the wing flaps in an "intermediate" position. The flap selector was observed in the "UP" position. The pilot held an airline transport pilot certificate with ratings for airplane single and multi-engine land, a commercial pilot certificate with helicopter rating, and flight instructor certificate with ratings for airplane single and multi-engine, and instrument airplane. His most recent third-class FAA medical certificate was issued in July, 2009. The pilot reported 25,000 hours of flight time, with 300 in the accident airplane. The pilot reported to the FAA inspector that he had flown the accident airplane approximately 6 hours in the 90 days previous to the accident. His most recent flight review was conducted on March 27, 2009, in the accident airplane. The nearest weather reporting station, located approximately 23 nautical miles west of the accident location, reported 10 statute miles visibility, few clouds at 9,500 feet, and winds from 220 at 7 knots gusting to 15 knots.