Narrative:

I departed under an instrument flight plan. I had received a standard weather briefing earlier that morning via duats. My destination was reporting marginal VFR conditions; which were expected to continue to my estimated time of arrival. En route; destination airport was reporting 6 SM; haze and 1;000 overcast. I was assigned the localizer approach with radar vectors to intercept the final approach course. I believe my approach clearance was received 3 miles from the final approach fix; maintain 3;800 until established. I believe I was almost 1;400 ft above the segment minimum altitude of 2;400 MSL; and fast when I intercepted the localizer. I was never able to lose this extra altitude during the approach and believe I was high for the entire approach. As I continued the approach; I entered the overcast layer and broke out at approximately 1;100 MSL just prior to the threshold. I did not execute the missed approach procedure at this point. Instead; I descended quickly to try to land. The aural sink rate alert sounded during the descent. The airplane touched down around mid-field on the main wheels; but porpoised multiple times. I was concerned that I might run out of runway; and I executed the missed approach procedure. At this point; I was not aware that the propeller had impacted the runway and did not declare an emergency. During the missed approach procedure; the airplane appeared to climb and perform normally. I; again; received radar vectors for the localizer approach. I believe I was at 4;000 MSL when I received vectors to intercept the localizer. I intercepted the localizer; slowed to 100 KTS for the approach; and executed the approach at the minimum altitude for each segment. I entered the overcast layer and broke out at approximately 1;200 MSL well before the threshold. I made visual contact with the runway; continued to descend; and landed. I exited the runway and taxied to the FBO. The airplane appeared to perform normally during taxi. After engine shutdown; I exited the aircraft and noticed that all three propeller blades were bent. In addition; there was damage to the nose wheel.

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Original NASA ASRS Text

Title: Flying a non-precision approach in actual conditions; the pilot of a small low-wing aircraft fails to descend to specified altitudes and attempts to save the approach and landing after breaking out 1000 FT high. A porpoised landing damaging three prop tips and the landing gear followed by a go-around to an uneventful landing resulted.

Narrative: I departed under an instrument flight plan. I had received a standard weather briefing earlier that morning via DUATS. My destination was reporting marginal VFR conditions; which were expected to continue to my estimated time of arrival. En route; destination airport was reporting 6 SM; haze and 1;000 overcast. I was assigned the localizer approach with radar vectors to intercept the final approach course. I believe my approach clearance was received 3 miles from the final approach fix; maintain 3;800 until established. I believe I was almost 1;400 FT above the segment minimum altitude of 2;400 MSL; and fast when I intercepted the localizer. I was never able to lose this extra altitude during the approach and believe I was high for the entire approach. As I continued the approach; I entered the overcast layer and broke out at approximately 1;100 MSL just prior to the threshold. I did not execute the missed approach procedure at this point. Instead; I descended quickly to try to land. The aural sink rate alert sounded during the descent. The airplane touched down around mid-field on the main wheels; but porpoised multiple times. I was concerned that I might run out of runway; and I executed the missed approach procedure. At this point; I was not aware that the propeller had impacted the runway and did not declare an emergency. During the missed approach procedure; the airplane appeared to climb and perform normally. I; again; received radar vectors for the localizer approach. I believe I was at 4;000 MSL when I received vectors to intercept the localizer. I intercepted the localizer; slowed to 100 KTS for the approach; and executed the approach at the minimum altitude for each segment. I entered the overcast layer and broke out at approximately 1;200 MSL well before the threshold. I made visual contact with the runway; continued to descend; and landed. I exited the runway and taxied to the FBO. The airplane appeared to perform normally during taxi. After engine shutdown; I exited the aircraft and noticed that all three propeller blades were bent. In addition; there was damage to the nose wheel.

Data retrieved from NASA's ASRS site as of April 2012 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.