Narrative:

Insurance directed re-fresher training was being conducted for 2 pilots. A simulated engine-out was initiated for the last of the 2 pilots. Abeam the numbers of runway xx at ZZZ; pilot established appropriate best glide speed for the aircraft; 90 KIAS. Pilot turned base and extended gear; aircraft was approximately 1000 ft AGL. Pilot was told to maintain 170 pounds of torque on the aircraft to simulate zero thrust. Pilot turned final for runway xx about 600 ft AGL and added 10 degrees flaps while maintaining 90 KIAS. At about 1/2 mi final; pilot applied 20 degrees flaps at an altitude of 500 ft AGL. Torque had come back to 102 ft pounds. At 1/4 mi; 300 ft AGL; pilot added 36 degrees/full flaps. At 100 ft AGL; aircraft was still at 90 KIAS. As the airplane descended through 50 ft AGL; pilot applied a nose-up correction of about 2 degrees. I expected the pilot to maintain this to the runway. At about 20-25 ft AGL; pilot applied another 2 degrees nose-up attitude to the aircraft and simultaneously the aircraft entered into an imminent stall condition with the wing buffeting. I commanded 'power; power' and pushed the control wheel forward. Aircraft sank about 6-7 ft vertically and hit the runway with the aircraft pointed slightly left of the centerline of the runway. The aircraft continued rolling down the runway in a normal manner and was taxied to the FBO. During the taxi; no abnormal vibrations; binding noises; or wing damage was felt or visible from the cockpit. Upon shutdown; a postflt was conducted and the left landing gear axle and wing skin about 3 ft from the wing root showed a wrinkle in the skin. Aircraft was towed to a tie-down. I had flown several times with the pilot over the past 10 yrs. Though very competent; he tended to fly the aircraft upon landing close to the lower limits of flight 75-80 KTS. Though I cautioned him about this operation; he felt he had control of the aircraft in normal; short; and no-flap landing operations. The pilot had around 1000 hours in type. Since I had flown with him several times over the yrs; I allowed him to control the power control lever during the engine out and remained quieter during the operation than I would normally had done with other pilots. At no time during the maneuver did the stall warning horn come; indicating we were operating near the stall regime of the aircraft. In stalls at altitude; the horn came on normally within 5-7 KTS of stall. Never relax your guard when conducting high energy maneuvers; regardless of the pilot's experience and time in the aircraft.

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Original NASA ASRS Text

Title: PA46T ON SIMULATED ENG OUT LNDG STALLS ON SHORT FINAL; IMPACTING RWY HARD ENOUGH TO CAUSE SOME DAMAGE.

Narrative: INSURANCE DIRECTED RE-FRESHER TRAINING WAS BEING CONDUCTED FOR 2 PLTS. A SIMULATED ENG-OUT WAS INITIATED FOR THE LAST OF THE 2 PLTS. ABEAM THE NUMBERS OF RWY XX AT ZZZ; PLT ESTABLISHED APPROPRIATE BEST GLIDE SPD FOR THE ACFT; 90 KIAS. PLT TURNED BASE AND EXTENDED GEAR; ACFT WAS APPROX 1000 FT AGL. PLT WAS TOLD TO MAINTAIN 170 LBS OF TORQUE ON THE ACFT TO SIMULATE ZERO THRUST. PLT TURNED FINAL FOR RWY XX ABOUT 600 FT AGL AND ADDED 10 DEGS FLAPS WHILE MAINTAINING 90 KIAS. AT ABOUT 1/2 MI FINAL; PLT APPLIED 20 DEGS FLAPS AT AN ALT OF 500 FT AGL. TORQUE HAD COME BACK TO 102 FT LBS. AT 1/4 MI; 300 FT AGL; PLT ADDED 36 DEGS/FULL FLAPS. AT 100 FT AGL; ACFT WAS STILL AT 90 KIAS. AS THE AIRPLANE DSNDED THROUGH 50 FT AGL; PLT APPLIED A NOSE-UP CORRECTION OF ABOUT 2 DEGS. I EXPECTED THE PLT TO MAINTAIN THIS TO THE RWY. AT ABOUT 20-25 FT AGL; PLT APPLIED ANOTHER 2 DEGS NOSE-UP ATTITUDE TO THE ACFT AND SIMULTANEOUSLY THE ACFT ENTERED INTO AN IMMINENT STALL CONDITION WITH THE WING BUFFETING. I COMMANDED 'PWR; PWR' AND PUSHED THE CTL WHEEL FORWARD. ACFT SANK ABOUT 6-7 FT VERTLY AND HIT THE RWY WITH THE ACFT POINTED SLIGHTLY L OF THE CTRLINE OF THE RWY. THE ACFT CONTINUED ROLLING DOWN THE RWY IN A NORMAL MANNER AND WAS TAXIED TO THE FBO. DURING THE TAXI; NO ABNORMAL VIBRATIONS; BINDING NOISES; OR WING DAMAGE WAS FELT OR VISIBLE FROM THE COCKPIT. UPON SHUTDOWN; A POSTFLT WAS CONDUCTED AND THE L LNDG GEAR AXLE AND WING SKIN ABOUT 3 FT FROM THE WING ROOT SHOWED A WRINKLE IN THE SKIN. ACFT WAS TOWED TO A TIE-DOWN. I HAD FLOWN SEVERAL TIMES WITH THE PLT OVER THE PAST 10 YRS. THOUGH VERY COMPETENT; HE TENDED TO FLY THE ACFT UPON LNDG CLOSE TO THE LOWER LIMITS OF FLT 75-80 KTS. THOUGH I CAUTIONED HIM ABOUT THIS OP; HE FELT HE HAD CTL OF THE ACFT IN NORMAL; SHORT; AND NO-FLAP LNDG OPS. THE PLT HAD AROUND 1000 HRS IN TYPE. SINCE I HAD FLOWN WITH HIM SEVERAL TIMES OVER THE YRS; I ALLOWED HIM TO CTL THE PWR CTL LEVER DURING THE ENG OUT AND REMAINED QUIETER DURING THE OP THAN I WOULD NORMALLY HAD DONE WITH OTHER PLTS. AT NO TIME DURING THE MANEUVER DID THE STALL WARNING HORN COME; INDICATING WE WERE OPERATING NEAR THE STALL REGIME OF THE ACFT. IN STALLS AT ALT; THE HORN CAME ON NORMALLY WITHIN 5-7 KTS OF STALL. NEVER RELAX YOUR GUARD WHEN CONDUCTING HIGH ENERGY MANEUVERS; REGARDLESS OF THE PLT'S EXPERIENCE AND TIME IN THE ACFT.

Data retrieved from NASA's ASRS site as of May 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.