Minor damage results when simulated low altitude engine failure of C182RG results in hard landing.

Attributes
ACN	676456
Time
Date	200510
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : fit.airport
State Reference	MA
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : instructional
Make Model Name	Skylane 182/RG Turbo Skylane/RG
Operating Under FAR Part	Part 91
Flight Phase	landing : roll
Flight Plan	None
Person 1
Affiliation	other
Function	instruction : instructor
Qualification	pilot : multi engine pilot : cfi pilot : private
Experience	flight time last 90 days : 4 flight time total : 1835 flight time type : 40
ASRS Report	675456
Person 2
Affiliation	other
Function	instruction : trainee
Qualification	pilot : commercial pilot : instrument
Experience	flight time last 90 days : 30 flight time total : 640 flight time type : 139
ASRS Report	675967
Events
Anomaly	excursion : runway ground encounters other non adherence other other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : unable
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Situations
ATC Facility	communication equipment : 01g.fss

Narrative:

I was giving the PIC a standardization ride. I requested the PIC to perform a short field takeoff. At approximately 100 ft AGL; I pulled the power back and announced; 'simulated engine failure.' PIC pulled the nose up (which I somewhat expected; as I do this maneuver in every check ride I give and all pilots tend to do this). What I was only peripherally aware of is that the PIC had retracted the landing gear; which I realized when I heard the landing gear warning horn. I immediately lowered the gear. However; during this time the aircraft developed a high sink rate. I told the pilot to lower the nose and add power; which the PIC did; but it was 'too little; too late.' we bounced once on the runway; then bounced on one main; then the other; while drifting toward the left side of the runway. During one of the bounces; the aircraft struck a runway light (impact on the left horizontal stabilizer causing 2 small gashes in the skin). I took control of the aircraft and taxied off the runway and to the ramp without further incident. In retrospect; I should have done several things differently: 1) when I realized the gear was up; I should have aborted the maneuver. I think I was focusing on the fact that the PIC had moved his hand from the throttle; allowing me to pull the power. 2) I certainly should have announced 'my plane' and taken the controls much sooner. I treat this as a 'learning' maneuver for my students -- not a 'testing' one. My intent is for the pilot to learn to adjust the pitch to control the airspeed; not automatically pull back on the yoke. Once the PIC had made his mistake of doing that; my point would have been made even if I had taken control at that time. I suppose I was walking the fine line (that instructors do) between giving the other pilot enough 'rope' to correct mistakes on their own versus allowing a dangerous situation to develop. A contributing factor was the fact that during my check pilot check ride last month; the 'check-check-pilot' observed I was taking control (from those being checked) too soon upon mistakes. Perhaps that caused me to wait a little longer to take control.

Original NASA ASRS Text

Title: MINOR DAMAGE RESULTS WHEN SIMULATED LOW ALT ENG FAILURE OF C182RG RESULTS IN HARD LNDG.

Narrative: I WAS GIVING THE PIC A STANDARDIZATION RIDE. I REQUESTED THE PIC TO PERFORM A SHORT FIELD TKOF. AT APPROX 100 FT AGL; I PULLED THE PWR BACK AND ANNOUNCED; 'SIMULATED ENG FAILURE.' PIC PULLED THE NOSE UP (WHICH I SOMEWHAT EXPECTED; AS I DO THIS MANEUVER IN EVERY CHK RIDE I GIVE AND ALL PLTS TEND TO DO THIS). WHAT I WAS ONLY PERIPHERALLY AWARE OF IS THAT THE PIC HAD RETRACTED THE LNDG GEAR; WHICH I REALIZED WHEN I HEARD THE LNDG GEAR WARNING HORN. I IMMEDIATELY LOWERED THE GEAR. HOWEVER; DURING THIS TIME THE ACFT DEVELOPED A HIGH SINK RATE. I TOLD THE PLT TO LOWER THE NOSE AND ADD PWR; WHICH THE PIC DID; BUT IT WAS 'TOO LITTLE; TOO LATE.' WE BOUNCED ONCE ON THE RWY; THEN BOUNCED ON ONE MAIN; THEN THE OTHER; WHILE DRIFTING TOWARD THE L SIDE OF THE RWY. DURING ONE OF THE BOUNCES; THE ACFT STRUCK A RWY LIGHT (IMPACT ON THE L HORIZ STABILIZER CAUSING 2 SMALL GASHES IN THE SKIN). I TOOK CTL OF THE ACFT AND TAXIED OFF THE RWY AND TO THE RAMP WITHOUT FURTHER INCIDENT. IN RETROSPECT; I SHOULD HAVE DONE SEVERAL THINGS DIFFERENTLY: 1) WHEN I REALIZED THE GEAR WAS UP; I SHOULD HAVE ABORTED THE MANEUVER. I THINK I WAS FOCUSING ON THE FACT THAT THE PIC HAD MOVED HIS HAND FROM THE THROTTLE; ALLOWING ME TO PULL THE PWR. 2) I CERTAINLY SHOULD HAVE ANNOUNCED 'MY PLANE' AND TAKEN THE CTLS MUCH SOONER. I TREAT THIS AS A 'LEARNING' MANEUVER FOR MY STUDENTS -- NOT A 'TESTING' ONE. MY INTENT IS FOR THE PLT TO LEARN TO ADJUST THE PITCH TO CTL THE AIRSPD; NOT AUTOMATICALLY PULL BACK ON THE YOKE. ONCE THE PIC HAD MADE HIS MISTAKE OF DOING THAT; MY POINT WOULD HAVE BEEN MADE EVEN IF I HAD TAKEN CTL AT THAT TIME. I SUPPOSE I WAS WALKING THE FINE LINE (THAT INSTRUCTORS DO) BTWN GIVING THE OTHER PLT ENOUGH 'ROPE' TO CORRECT MISTAKES ON THEIR OWN VERSUS ALLOWING A DANGEROUS SITUATION TO DEVELOP. A CONTRIBUTING FACTOR WAS THE FACT THAT DURING MY CHK PLT CHK RIDE LAST MONTH; THE 'CHK-CHK-PLT' OBSERVED I WAS TAKING CTL (FROM THOSE BEING CHKED) TOO SOON UPON MISTAKES. PERHAPS THAT CAUSED ME TO WAIT A LITTLE LONGER TO TAKE CTL.

Data retrieved from NASA's ASRS site as of January 2009 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.