Narrative:

Aircraft owner was flying his lancair 360 for the flight portion of his BFR. He was not current, and had not flown for approximately 30 days. He had approximately 30 hours in his aircraft, and had been signed off after approximately 10 hours of dual with a pilot acceptable to lancair and owner's insurance company. Returning to the airport, after 1 hour of airwork, owner proceeded to land the aircraft. The approach was stable, and speeds were as briefed. Owner flared high, pitched up, developed a high rate of sink, and hit runway hard, tail first. The nose came down hard, and the aircraft bounced into the air, left wing low. As the owner did nothing to correct, I took control and initiated a go around, uncertain that I could successfully land on the runway. As I climbed out, owner retracted the gear. I was too late to stop his action, as I wanted to leave the gear down, suspecting gear damage. Gear came down (3 green) on downwind, and aircraft was landed uneventfully. We decided to taxi-in, and were met by local pilots, who indicated we should shut down. On getting out, we discovered the rudder had been popped off the upper 2 hinge pins, and was hanging in the lower pin. On walking forward to inspect the gear, we found both propeller blades curled back. The nosewheel fork was bent, and the nosewheel was cut. No other damage was found to the aircraft structure or landing gear. My lack of experience in the aircraft led to my slow reaction to a landing attitude that I knew ( or saw) to be incorrect, but did not understand would be critical so quickly. I understood intellectually what needed to be done, in terms of 'flying' the aircraft onto the runway, but was in no way prepared to use control (lift) so quickly. I was also complacent about flying with an experienced (but not in this aircraft) pilot on a BFR. When he over-flared, I was not ready to help solve the problem. Our combined lack of experience left us unprepared to deal with anything out of the correct flight regime.

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Original NASA ASRS Text

Title: PAX ABOARD HIGH PERFORMANCE HOME BUILT ACFT TOOK COMMAND AFTER PLT LOST CTL AND STALLED ON LNDG AT DLS.

Narrative: ACFT OWNER WAS FLYING HIS LANCAIR 360 FOR THE FLT PORTION OF HIS BFR. HE WAS NOT CURRENT, AND HAD NOT FLOWN FOR APPROX 30 DAYS. HE HAD APPROX 30 HRS IN HIS ACFT, AND HAD BEEN SIGNED OFF AFTER APPROX 10 HRS OF DUAL WITH A PLT ACCEPTABLE TO LANCAIR AND OWNER'S INSURANCE COMPANY. RETURNING TO THE ARPT, AFTER 1 HR OF AIRWORK, OWNER PROCEEDED TO LAND THE ACFT. THE APCH WAS STABLE, AND SPDS WERE AS BRIEFED. OWNER FLARED HIGH, PITCHED UP, DEVELOPED A HIGH RATE OF SINK, AND HIT RWY HARD, TAIL FIRST. THE NOSE CAME DOWN HARD, AND THE ACFT BOUNCED INTO THE AIR, L WING LOW. AS THE OWNER DID NOTHING TO CORRECT, I TOOK CTL AND INITIATED A GAR, UNCERTAIN THAT I COULD SUCCESSFULLY LAND ON THE RWY. AS I CLBED OUT, OWNER RETRACTED THE GEAR. I WAS TOO LATE TO STOP HIS ACTION, AS I WANTED TO LEAVE THE GEAR DOWN, SUSPECTING GEAR DAMAGE. GEAR CAME DOWN (3 GREEN) ON DOWNWIND, AND ACFT WAS LANDED UNEVENTFULLY. WE DECIDED TO TAXI-IN, AND WERE MET BY LCL PLTS, WHO INDICATED WE SHOULD SHUT DOWN. ON GETTING OUT, WE DISCOVERED THE RUDDER HAD BEEN POPPED OFF THE UPPER 2 HINGE PINS, AND WAS HANGING IN THE LOWER PIN. ON WALKING FORWARD TO INSPECT THE GEAR, WE FOUND BOTH PROP BLADES CURLED BACK. THE NOSEWHEEL FORK WAS BENT, AND THE NOSEWHEEL WAS CUT. NO OTHER DAMAGE WAS FOUND TO THE ACFT STRUCTURE OR LNDG GEAR. MY LACK OF EXPERIENCE IN THE ACFT LED TO MY SLOW REACTION TO A LNDG ATTITUDE THAT I KNEW ( OR SAW) TO BE INCORRECT, BUT DID NOT UNDERSTAND WOULD BE CRITICAL SO QUICKLY. I UNDERSTOOD INTELLECTUALLY WHAT NEEDED TO BE DONE, IN TERMS OF 'FLYING' THE ACFT ONTO THE RWY, BUT WAS IN NO WAY PREPARED TO USE CTL (LIFT) SO QUICKLY. I WAS ALSO COMPLACENT ABOUT FLYING WITH AN EXPERIENCED (BUT NOT IN THIS ACFT) PLT ON A BFR. WHEN HE OVER-FLARED, I WAS NOT READY TO HELP SOLVE THE PROB. OUR COMBINED LACK OF EXPERIENCE LEFT US UNPREPARED TO DEAL WITH ANYTHING OUT OF THE CORRECT FLT REGIME.

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.