Narrative:

On jan/xx/97, I and my student were practicing xwinds and touch-and-goes at chd airport. We had made 2 successful lndgs on runway 4R. On our third approach, I was talking my student through the procedure and guarding the controls, however, the student was primarily controling the aircraft. He made a very nice crosswind landing except the aircraft was to the right of the centerline. I proceeded to tell the student to add a small amount of left rudder to bring the airplane back to the centerline. Instead, he added full right rudder. The aircraft veered hard to the right and started to proceed toward the edge of the runway. I reacted by saying, 'no, left rudder' and proceeded to depress the left rudder. The student panicked and applied full left rudder. The aircraft veered hard to the left. I said, 'I've got it -- my airplane!' I brought the airplane back to the right, however, the oscillations were so great I almost lost full control of the aircraft. At this point we were heading towards a set of taxiway lights and signs. In attempt to avoid hitting the signs, I added approximately 1/2 power and pitched the nose up. We avoided the signs, however, the left horizontal stabilizer made contact with a taxi light. We came back down onto the runway, but we were pointed approximately 70 degrees off of the centerline. Rather than try to obtain the centerline and risk more oscillations I decided to let the airplane continue off the runway. There is a drainage area between the runways. This area is dirt and is not level with the runways. As we came off the runway, the left wing dipped due to the downsloping side of the drainage area. The left wing made contact with the ground. I was able to keep the aircraft pointed in the same direction and bring it to a stop between the runways. We contacted the tower and taxied across runway 4L and continued to the ramp. After inspecting the airplane, I noticed the left wingtip fairing was cracked and the left horizontal stabilizer was slightly dented. I contacted the FBO owner and spoke with an assistant chief flight instructor, and I explained the damage to the aircraft that I noticed on initial inspection. He called me back after discussing the incident with the director of maintenance for FBO and dispatched a mechanic to chandler and gave him a left wingtip to replace the damaged wingtip. Approximately 30 mins later, director and mechanic arrived at chandler municipal airport. The mechanic inspected the airplane and changed the left damaged wingtip. Regarding the left horizontal stabilizer, he said the spar may have been dented but the airplane was fine to fly back to its home base. The aircraft flew with no trouble and landed safely at phx. The following day I was informed by the owner of FBO that upon further inspection the aircraft may have needed a ferry permit. When asked why a ferry permit was not obtained I stated that, based on the mechanic's observations and opinion, I determined the aircraft to be airworthy and therefore did not require a ferry permit. Based on the events listed above, I, as a pilot, have learned how to handle this type of situation should it occur in the future. The initial step of contacting FBO and having a mechanic look at the airplane was the proper thing to do. However, due to the fact that the pilot is responsible for determining an aircraft's airworthiness, I would request that the mechanic (regardless of his decision) obtain a ferry permit. One mechanic's opinion is one mechanic's opinion. As a pilot, I must trust my opinion and beyond.

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Original NASA ASRS Text

Title: LOSS OF ACFT CTL, ACFT DAMAGED, WINGTIP WAS REPLACED BUT POSSIBLE DENTED SPAR ON HORIZ STABILIZER WAS NOT. INSTRUCTOR PLT FLEW ACFT BACK TO HOME BASE WITHOUT A FERRY PERMIT.

Narrative: ON JAN/XX/97, I AND MY STUDENT WERE PRACTICING XWINDS AND TOUCH-AND-GOES AT CHD ARPT. WE HAD MADE 2 SUCCESSFUL LNDGS ON RWY 4R. ON OUR THIRD APCH, I WAS TALKING MY STUDENT THROUGH THE PROC AND GUARDING THE CTLS, HOWEVER, THE STUDENT WAS PRIMARILY CTLING THE ACFT. HE MADE A VERY NICE XWIND LNDG EXCEPT THE ACFT WAS TO THE R OF THE CTRLINE. I PROCEEDED TO TELL THE STUDENT TO ADD A SMALL AMOUNT OF L RUDDER TO BRING THE AIRPLANE BACK TO THE CTRLINE. INSTEAD, HE ADDED FULL R RUDDER. THE ACFT VEERED HARD TO THE R AND STARTED TO PROCEED TOWARD THE EDGE OF THE RWY. I REACTED BY SAYING, 'NO, L RUDDER' AND PROCEEDED TO DEPRESS THE L RUDDER. THE STUDENT PANICKED AND APPLIED FULL L RUDDER. THE ACFT VEERED HARD TO THE L. I SAID, 'I'VE GOT IT -- MY AIRPLANE!' I BROUGHT THE AIRPLANE BACK TO THE R, HOWEVER, THE OSCILLATIONS WERE SO GREAT I ALMOST LOST FULL CTL OF THE ACFT. AT THIS POINT WE WERE HDG TOWARDS A SET OF TXWY LIGHTS AND SIGNS. IN ATTEMPT TO AVOID HITTING THE SIGNS, I ADDED APPROX 1/2 PWR AND PITCHED THE NOSE UP. WE AVOIDED THE SIGNS, HOWEVER, THE L HORIZ STABILIZER MADE CONTACT WITH A TAXI LIGHT. WE CAME BACK DOWN ONTO THE RWY, BUT WE WERE POINTED APPROX 70 DEGS OFF OF THE CTRLINE. RATHER THAN TRY TO OBTAIN THE CTRLINE AND RISK MORE OSCILLATIONS I DECIDED TO LET THE AIRPLANE CONTINUE OFF THE RWY. THERE IS A DRAINAGE AREA BTWN THE RWYS. THIS AREA IS DIRT AND IS NOT LEVEL WITH THE RWYS. AS WE CAME OFF THE RWY, THE L WING DIPPED DUE TO THE DOWNSLOPING SIDE OF THE DRAINAGE AREA. THE L WING MADE CONTACT WITH THE GND. I WAS ABLE TO KEEP THE ACFT POINTED IN THE SAME DIRECTION AND BRING IT TO A STOP BTWN THE RWYS. WE CONTACTED THE TWR AND TAXIED ACROSS RWY 4L AND CONTINUED TO THE RAMP. AFTER INSPECTING THE AIRPLANE, I NOTICED THE L WINGTIP FAIRING WAS CRACKED AND THE L HORIZ STABILIZER WAS SLIGHTLY DENTED. I CONTACTED THE FBO OWNER AND SPOKE WITH AN ASSISTANT CHIEF FLT INSTRUCTOR, AND I EXPLAINED THE DAMAGE TO THE ACFT THAT I NOTICED ON INITIAL INSPECTION. HE CALLED ME BACK AFTER DISCUSSING THE INCIDENT WITH THE DIRECTOR OF MAINT FOR FBO AND DISPATCHED A MECH TO CHANDLER AND GAVE HIM A L WINGTIP TO REPLACE THE DAMAGED WINGTIP. APPROX 30 MINS LATER, DIRECTOR AND MECH ARRIVED AT CHANDLER MUNICIPAL ARPT. THE MECH INSPECTED THE AIRPLANE AND CHANGED THE L DAMAGED WINGTIP. REGARDING THE L HORIZ STABILIZER, HE SAID THE SPAR MAY HAVE BEEN DENTED BUT THE AIRPLANE WAS FINE TO FLY BACK TO ITS HOME BASE. THE ACFT FLEW WITH NO TROUBLE AND LANDED SAFELY AT PHX. THE FOLLOWING DAY I WAS INFORMED BY THE OWNER OF FBO THAT UPON FURTHER INSPECTION THE ACFT MAY HAVE NEEDED A FERRY PERMIT. WHEN ASKED WHY A FERRY PERMIT WAS NOT OBTAINED I STATED THAT, BASED ON THE MECH'S OBSERVATIONS AND OPINION, I DETERMINED THE ACFT TO BE AIRWORTHY AND THEREFORE DID NOT REQUIRE A FERRY PERMIT. BASED ON THE EVENTS LISTED ABOVE, I, AS A PLT, HAVE LEARNED HOW TO HANDLE THIS TYPE OF SIT SHOULD IT OCCUR IN THE FUTURE. THE INITIAL STEP OF CONTACTING FBO AND HAVING A MECH LOOK AT THE AIRPLANE WAS THE PROPER THING TO DO. HOWEVER, DUE TO THE FACT THAT THE PLT IS RESPONSIBLE FOR DETERMINING AN ACFT'S AIRWORTHINESS, I WOULD REQUEST THAT THE MECH (REGARDLESS OF HIS DECISION) OBTAIN A FERRY PERMIT. ONE MECH'S OPINION IS ONE MECH'S OPINION. AS A PLT, I MUST TRUST MY OPINION AND BEYOND.

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.