|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : haf|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||tower : mdw|
|Operator||general aviation : instructional|
|Make Model Name||Any Unknown or Unlisted Aircraft Manufacturer|
|Operating Under FAR Part||Part 91|
|Flight Phase||landing other|
|Function||instruction : instructor|
|Qualification||pilot : atp|
pilot : instrument
pilot : commercial
pilot : cfi
|Experience||flight time last 90 days : 50|
flight time total : 4040
flight time type : 12
|Function||flight crew : single pilot|
|Qualification||pilot : private|
pilot : instrument
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
(Dual) recurrency training flight for flying club member in new 1996 low wing composite airplane. Member (pilot) is age 74, experienced wwii fighter/bomber pilot and current in a sel. After airwork review, I directed pilot to airport for landing and takeoff practice. All was normal through final approach to roundout phase of landing. During recurrent phase, pilot remained too high for normal landing, slowing aircraft below normal approach speed approximately 4 ft above runway surface. I suggested to pilot to 'add power now.' his reaction was slow, so I pushed throttle forward, applying full power available. Just a moment before I could apply power, pilot was holding back on throttle with extra pressure, due to a design tendency of this throttle system to 'creep forward.' before I could apply full throttle pilot picked up to flare aircraft into stall, perceiving that he was at the proper height to do so. The airplane entered an imminent stall just as full power was applied and then stalled onto the runway, right wing first, striking wingtip, extended flap, aileron, right horizontal stabilizer. Right main gear strut was splayed, also. All flight control and surfaces remained operable. No physical injuries occurred, only bruised pilot egos. The instructor (me) learned important lessons. Flying with experienced and familiar pilots does not mean that they are not capable of doing unpredictable actions with an airplane that is 'supposed to be' safer to handle than the models they are currently flying (ie, tailwheel). Another lesson is to not be so generous with respect for a fellow pilot if it is going to compromise safety. Don't allow them to get too close to the edge of the envelope without a larger 'safety net.'
Original NASA ASRS Text
Title: INSTRUCTOR PLT ON RECURRENCY FLT WITH CLUB MEMBER HAS HARD LNDG, ACFT DAMAGED.
Narrative: (DUAL) RECURRENCY TRAINING FLT FOR FLYING CLUB MEMBER IN NEW 1996 LOW WING COMPOSITE AIRPLANE. MEMBER (PLT) IS AGE 74, EXPERIENCED WWII FIGHTER/BOMBER PLT AND CURRENT IN A SEL. AFTER AIRWORK REVIEW, I DIRECTED PLT TO ARPT FOR LNDG AND TKOF PRACTICE. ALL WAS NORMAL THROUGH FINAL APCH TO ROUNDOUT PHASE OF LNDG. DURING RECURRENT PHASE, PLT REMAINED TOO HIGH FOR NORMAL LNDG, SLOWING ACFT BELOW NORMAL APCH SPD APPROX 4 FT ABOVE RWY SURFACE. I SUGGESTED TO PLT TO 'ADD PWR NOW.' HIS REACTION WAS SLOW, SO I PUSHED THROTTLE FORWARD, APPLYING FULL PWR AVAILABLE. JUST A MOMENT BEFORE I COULD APPLY PWR, PLT WAS HOLDING BACK ON THROTTLE WITH EXTRA PRESSURE, DUE TO A DESIGN TENDENCY OF THIS THROTTLE SYS TO 'CREEP FORWARD.' BEFORE I COULD APPLY FULL THROTTLE PLT PICKED UP TO FLARE ACFT INTO STALL, PERCEIVING THAT HE WAS AT THE PROPER HEIGHT TO DO SO. THE AIRPLANE ENTERED AN IMMINENT STALL JUST AS FULL PWR WAS APPLIED AND THEN STALLED ONTO THE RWY, R WING FIRST, STRIKING WINGTIP, EXTENDED FLAP, AILERON, R HORIZ STABILIZER. R MAIN GEAR STRUT WAS SPLAYED, ALSO. ALL FLT CTL AND SURFACES REMAINED OPERABLE. NO PHYSICAL INJURIES OCCURRED, ONLY BRUISED PLT EGOS. THE INSTRUCTOR (ME) LEARNED IMPORTANT LESSONS. FLYING WITH EXPERIENCED AND FAMILIAR PLTS DOES NOT MEAN THAT THEY ARE NOT CAPABLE OF DOING UNPREDICTABLE ACTIONS WITH AN AIRPLANE THAT IS 'SUPPOSED TO BE' SAFER TO HANDLE THAN THE MODELS THEY ARE CURRENTLY FLYING (IE, TAILWHEEL). ANOTHER LESSON IS TO NOT BE SO GENEROUS WITH RESPECT FOR A FELLOW PLT IF IT IS GOING TO COMPROMISE SAFETY. DON'T ALLOW THEM TO GET TOO CLOSE TO THE EDGE OF THE ENVELOPE WITHOUT A LARGER 'SAFETY NET.'
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.