Narrative:

I was landing a C172 at jqf airport. Approach speed was approximately 65 KIAS with 20 degrees of flaps. Winds were approximately 220 degrees at 8 mph. The VASI lights indicated that the plane was on GS. The airplane touched down and bounced. The plane continued to bounce higher and more pronounced than the previous bounce. After the third or fourth bounce, the front tire blew out and the airplane stopped. The airplane remained on the runway during the entire incident. The engine continued to run normally and I was able to increase the RPM's before pwring down. The propeller was bent on both ends and there was damage to the right belly pan. There was no oil or other leaking fluid from the engine. Maintenance personnel removing the airplane noted that the nose gear did not appear to be fully collapsed. The elevator was stuck down and the yoke pulled in the aft position. Recommendations: 1) increase training on porpoising and when and how best to go around during such a situation. This should include additional ground school instruction and placing the airplane in such a situation as to allow the instructor to demonstrate porpoising and having the student to demonstrate skills in recognizing porpoising and other sits which require an immediate go around. 2) increase both the day and night landing requirements from 3 lndgs every 90 days to 3 lndgs every 45 days. 3) increase night training requirements for private pilots along with increasing the required number of night lndgs.

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Original NASA ASRS Text

Title: A LOW TIME C172 PLT DID NOT UNDERSTAND THE CONCEPT OF PORPOISING, AND DID NOT KNOW HOW TO RECOVER DURING LNDG AT JQF, CAUSING DAMAGE TO THE ACFT.

Narrative: I WAS LNDG A C172 AT JQF ARPT. APCH SPD WAS APPROX 65 KIAS WITH 20 DEGS OF FLAPS. WINDS WERE APPROX 220 DEGS AT 8 MPH. THE VASI LIGHTS INDICATED THAT THE PLANE WAS ON GS. THE AIRPLANE TOUCHED DOWN AND BOUNCED. THE PLANE CONTINUED TO BOUNCE HIGHER AND MORE PRONOUNCED THAN THE PREVIOUS BOUNCE. AFTER THE THIRD OR FOURTH BOUNCE, THE FRONT TIRE BLEW OUT AND THE AIRPLANE STOPPED. THE AIRPLANE REMAINED ON THE RWY DURING THE ENTIRE INCIDENT. THE ENG CONTINUED TO RUN NORMALLY AND I WAS ABLE TO INCREASE THE RPM'S BEFORE PWRING DOWN. THE PROP WAS BENT ON BOTH ENDS AND THERE WAS DAMAGE TO THE R BELLY PAN. THERE WAS NO OIL OR OTHER LEAKING FLUID FROM THE ENG. MAINT PERSONNEL REMOVING THE AIRPLANE NOTED THAT THE NOSE GEAR DID NOT APPEAR TO BE FULLY COLLAPSED. THE ELEVATOR WAS STUCK DOWN AND THE YOKE PULLED IN THE AFT POS. RECOMMENDATIONS: 1) INCREASE TRAINING ON PORPOISING AND WHEN AND HOW BEST TO GO AROUND DURING SUCH A SIT. THIS SHOULD INCLUDE ADDITIONAL GND SCHOOL INSTRUCTION AND PLACING THE AIRPLANE IN SUCH A SIT AS TO ALLOW THE INSTRUCTOR TO DEMONSTRATE PORPOISING AND HAVING THE STUDENT TO DEMONSTRATE SKILLS IN RECOGNIZING PORPOISING AND OTHER SITS WHICH REQUIRE AN IMMEDIATE GAR. 2) INCREASE BOTH THE DAY AND NIGHT LNDG REQUIREMENTS FROM 3 LNDGS EVERY 90 DAYS TO 3 LNDGS EVERY 45 DAYS. 3) INCREASE NIGHT TRAINING REQUIREMENTS FOR PVT PLTS ALONG WITH INCREASING THE REQUIRED NUMBER OF NIGHT LNDGS.

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.