Narrative:

WX was clear, visibility unlimited. Winds at oakland were strong and variable. Oakland's ATIS was reporting winds from 350 degrees at 20 KTS. Upon contacting oakland tower, the tower controller advised winds were from 030 degrees at 20 KTS. On turning final, the tower controller advised winds were from 010 degrees, I don't recall the speed. I had a choice of runways 9 or 33 and chose the latter due to wind direction. Runway 33 has an offset touchdown point due to its intersection with runway 9/27. I turned a short final but due to strong winds was still obliged to add power in order to clear the approach end of runway 9 and touch down on the numbers of runway 33. The aircraft touched down on the numbers of runway 33 and I applied brakes. At that point a burst of wind hit the aircraft and lifted us about 20 ft AGL. The nose attitude of the aircraft was not high. My wife, who has 100 hours as a student pilot, asked me if I wanted to attempt a go around. The flaps were fully down, the gear was down and fearing a failed go around could result in serious injury, I elected not to attempt a go around. The wind burst stopped, the plane dropped precipitously, and we porpoised twice. On the first porpoise (second touchdown), the nosewheel snapped off and the propeller struck. We bounced a second time but only traveled about 20 ft before hitting again and then slid approximately 400 ft down the center of runway 33. Neither of us was injured. The only visible damage to the aircraft was the snapped nosewheel and the bent propeller. I believe we were hit by a microburst immediately upon touchdown.

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Original NASA ASRS Text

Title: A C210 ON LNDG ENCOUNTERED A WIND BURST ON TOUCHDOWN. THE ACFT PORPOISED AND ON SECOND TOUCHDOWN DAMAGED THE NOSE GEAR AND PROP.

Narrative: WX WAS CLR, VISIBILITY UNLIMITED. WINDS AT OAKLAND WERE STRONG AND VARIABLE. OAKLAND'S ATIS WAS RPTING WINDS FROM 350 DEGS AT 20 KTS. UPON CONTACTING OAKLAND TWR, THE TWR CTLR ADVISED WINDS WERE FROM 030 DEGS AT 20 KTS. ON TURNING FINAL, THE TWR CTLR ADVISED WINDS WERE FROM 010 DEGS, I DON'T RECALL THE SPD. I HAD A CHOICE OF RWYS 9 OR 33 AND CHOSE THE LATTER DUE TO WIND DIRECTION. RWY 33 HAS AN OFFSET TOUCHDOWN POINT DUE TO ITS INTXN WITH RWY 9/27. I TURNED A SHORT FINAL BUT DUE TO STRONG WINDS WAS STILL OBLIGED TO ADD PWR IN ORDER TO CLR THE APCH END OF RWY 9 AND TOUCH DOWN ON THE NUMBERS OF RWY 33. THE ACFT TOUCHED DOWN ON THE NUMBERS OF RWY 33 AND I APPLIED BRAKES. AT THAT POINT A BURST OF WIND HIT THE ACFT AND LIFTED US ABOUT 20 FT AGL. THE NOSE ATTITUDE OF THE ACFT WAS NOT HIGH. MY WIFE, WHO HAS 100 HRS AS A STUDENT PLT, ASKED ME IF I WANTED TO ATTEMPT A GAR. THE FLAPS WERE FULLY DOWN, THE GEAR WAS DOWN AND FEARING A FAILED GAR COULD RESULT IN SERIOUS INJURY, I ELECTED NOT TO ATTEMPT A GAR. THE WIND BURST STOPPED, THE PLANE DROPPED PRECIPITOUSLY, AND WE PORPOISED TWICE. ON THE FIRST PORPOISE (SECOND TOUCHDOWN), THE NOSEWHEEL SNAPPED OFF AND THE PROP STRUCK. WE BOUNCED A SECOND TIME BUT ONLY TRAVELED ABOUT 20 FT BEFORE HITTING AGAIN AND THEN SLID APPROX 400 FT DOWN THE CTR OF RWY 33. NEITHER OF US WAS INJURED. THE ONLY VISIBLE DAMAGE TO THE ACFT WAS THE SNAPPED NOSEWHEEL AND THE BENT PROP. I BELIEVE WE WERE HIT BY A MICROBURST IMMEDIATELY UPON TOUCHDOWN.

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.