Narrative:

We shot a normal hotel approach to runway 2 at sgas. We were to the left of centerline on runway contact. We made a right correction to line up with the centerline followed by a left turn. When it became apparent we were going to overshoot the centerline of the runway, we went to maximum power to abort the landing. Upon engine spool up, the #2 engine lagged. It took full control movement to arrest the roll to the left caused by the asymmetrical power. We continued with the missed approach and were not aware of ground contact during the go around maneuver until after landing. Supplemental information from acn 187834: damage occurred to the left wing tip and engine drain mast on #2 engine. Callback conversation with reporter revealed the following information: wind conditions reported runway 2, 5 degree 5 KTS. NDB approach was stabilized and when runway contact was made it appeared landing would be in the first 3000 ft of the 11000 long runway. The first officer, PF, overctled and overshot the correction to the centerline and in correcting to the left failed to use rudder resulting in the left wingtip brushing the ground and minor damage to the drain mast of the #2 engine. The engine was operated on the 8 hour ferry flight to mia. Visibility was 1 1/2 mi and the runway was in sight at MDA. Aircraft weight on approach was 235000 and the approach speed about 135 IAS. Had plenty of fuel to go to the alternate, 25000 pounds. Engineer later advised the #2 engine was slow to spool up. First officer feels strongly in a similar situation he would use the ILS with the 5 KT tailwind. Captain was terminated by company.

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Original NASA ASRS Text

Title: NDB APCH OFF CENTERLINE ATTEMPTING TO LINE UP, OVERCTLED RESULTING IN WING TIP GND STRIKE.

Narrative: WE SHOT A NORMAL HOTEL APCH TO RWY 2 AT SGAS. WE WERE TO THE L OF CENTERLINE ON RWY CONTACT. WE MADE A R CORRECTION TO LINE UP WITH THE CENTERLINE FOLLOWED BY A L TURN. WHEN IT BECAME APPARENT WE WERE GOING TO OVERSHOOT THE CENTERLINE OF THE RWY, WE WENT TO MAX PWR TO ABORT THE LNDG. UPON ENG SPOOL UP, THE #2 ENG LAGGED. IT TOOK FULL CTL MOVEMENT TO ARREST THE ROLL TO THE L CAUSED BY THE ASYMMETRICAL PWR. WE CONTINUED WITH THE MISSED APCH AND WERE NOT AWARE OF GND CONTACT DURING THE GAR MANEUVER UNTIL AFTER LNDG. SUPPLEMENTAL INFO FROM ACN 187834: DAMAGE OCCURRED TO THE L WING TIP AND ENG DRAIN MAST ON #2 ENG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: WIND CONDITIONS RPTED RWY 2, 5 DEG 5 KTS. NDB APCH WAS STABILIZED AND WHEN RWY CONTACT WAS MADE IT APPEARED LNDG WOULD BE IN THE FIRST 3000 FT OF THE 11000 LONG RWY. THE FO, PF, OVERCTLED AND OVERSHOT THE CORRECTION TO THE CENTERLINE AND IN CORRECTING TO THE L FAILED TO USE RUDDER RESULTING IN THE L WINGTIP BRUSHING THE GND AND MINOR DAMAGE TO THE DRAIN MAST OF THE #2 ENG. THE ENG WAS OPERATED ON THE 8 HR FERRY FLT TO MIA. VISIBILITY WAS 1 1/2 MI AND THE RWY WAS IN SIGHT AT MDA. ACFT WT ON APCH WAS 235000 AND THE APCH SPD ABOUT 135 IAS. HAD PLENTY OF FUEL TO GO TO THE ALTERNATE, 25000 POUNDS. ENGINEER LATER ADVISED THE #2 ENG WAS SLOW TO SPOOL UP. FO FEELS STRONGLY IN A SIMILAR SITUATION HE WOULD USE THE ILS WITH THE 5 KT TAILWIND. CAPT WAS TERMINATED BY COMPANY.

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.