Narrative:

While on final approach at 500 ft; our aircraft was stabilized on the runway centerline; with the 2 light PAPI showing us on a proper descent path and stabilized at an approach speed of 66 KTS. As we neared the runway; the student began to let the aircraft drift to the left side of the runway. He noticed this drift late and we were lined up off the left side of the runway before he put in the proper control inputs. The amount of correction would put us over the runway centerline when we crossed over the 1;000 ft markers (the preferred landing point). At an estimated 200 AGL; the student began slightly increasing back pressure on the yoke and started his roundout. At an estimated height of 50 AGL; the stall warning horn started and the aircraft began rolling to the left due to the left rudder used to keep the aircraft pointing down the runway. I increased right rudder to stop the roll and the aircraft stalled and suddenly bounced off the runway. At this time; our left wheel was an estimated 5 ft from the left edge of the runway when it touched down. I used right rudder and aileron to keep the aircraft from drifting further left toward the edge of the runway and noticed my student had already added full power to initiate a go-around. The aircraft again settled onto the runway and landed on the right main wheel; then the nosewheel; and finally left main wheel. I continued the go-around and we lifted off the runway. During the upwind; I noticed nothing wrong with the aircraft flight characteristics and we continued the lesson subsequently doing another 6 successful landings. During postflight; I noticed a crack on the top of the right wingtip and scraping on the underside of the wingtip. The damage was reported to dispatch and maintenance. My first mistake was assuming the student was able to decide when to go-around and giving him the leeway to attempt to correct his drift to the left. I did this due to the location of the lesson in our syllabus; where the next lesson would be the first solo. Instead of providing instruction; I had deemed myself to be there solely from an evaluation standpoint as to how the first solo would go. Additionally; the weather was excellent with only light winds and thus I wasn't mentally prepared for my student to have any problems with the takeoffs and landings. Second; I should have paid more attention to the speed instead of fixating solely on the left drift. I was not paying attention to either the airspeed indicator or power setting and only minimal attention to our pitch. As such; up until the point where the stall horn went off I was totally unaware of how slow our airspeed had gotten. Third; I radically over controlled the aircraft when over the runway after the bounce. I believe this to be the point where the right aircraft wingtip struck the runway. I feel my use of too much right aileron and rudder to be the result of the fact that the stall surprised me and I wasn't mentally prepared to stall onto the runway. The only information that my mind had processed was that we were near the edge of the runway and my instinct was to get the aircraft into the center of the runway. Finally; I made the mistake of not discontinuing the flight after the landing. We had an estimated 4;000 ft of runway after the bounce and recovery; yet I chose to execute a go-around. Additionally; on the next landing I discarded the fact that the aircraft could be damaged as unlikely due to not feeling any difference in controls while flying after the bad landing. My previous experience with student bad landings made me minimize the fact that this was the worst landing I had seen and made me blind to the fact that the airplane could have been damaged.

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Original NASA ASRS Text

Title: A PA28 flight instructor reported his student entered a near-stall condition on landing; and during the subsequent recovery the Instructor over controlled and scraped a wingtip.

Narrative: While on final approach at 500 FT; our aircraft was stabilized on the runway centerline; with the 2 light PAPI showing us on a proper descent path and stabilized at an approach speed of 66 KTS. As we neared the runway; the student began to let the aircraft drift to the left side of the runway. He noticed this drift late and we were lined up off the left side of the runway before he put in the proper control inputs. The amount of correction would put us over the runway centerline when we crossed over the 1;000 FT markers (the preferred landing point). At an estimated 200 AGL; the student began slightly increasing back pressure on the yoke and started his roundout. At an estimated height of 50 AGL; the stall warning horn started and the aircraft began rolling to the left due to the left rudder used to keep the aircraft pointing down the runway. I increased right rudder to stop the roll and the aircraft stalled and suddenly bounced off the runway. At this time; our left wheel was an estimated 5 FT from the left edge of the runway when it touched down. I used right rudder and aileron to keep the aircraft from drifting further left toward the edge of the runway and noticed my student had already added full power to initiate a go-around. The aircraft again settled onto the runway and landed on the right main wheel; then the nosewheel; and finally left main wheel. I continued the go-around and we lifted off the runway. During the upwind; I noticed nothing wrong with the aircraft flight characteristics and we continued the lesson subsequently doing another 6 successful landings. During postflight; I noticed a crack on the top of the right wingtip and scraping on the underside of the wingtip. The damage was reported to Dispatch and Maintenance. My first mistake was assuming the student was able to decide when to go-around and giving him the leeway to attempt to correct his drift to the left. I did this due to the location of the lesson in our syllabus; where the next lesson would be the first solo. Instead of providing instruction; I had deemed myself to be there solely from an evaluation standpoint as to how the first solo would go. Additionally; the weather was excellent with only light winds and thus I wasn't mentally prepared for my student to have any problems with the takeoffs and landings. Second; I should have paid more attention to the speed instead of fixating solely on the left drift. I was not paying attention to either the airspeed indicator or power setting and only minimal attention to our pitch. As such; up until the point where the stall horn went off I was totally unaware of how slow our airspeed had gotten. Third; I radically over controlled the aircraft when over the runway after the bounce. I believe this to be the point where the right aircraft wingtip struck the runway. I feel my use of too much right aileron and rudder to be the result of the fact that the stall surprised me and I wasn't mentally prepared to stall onto the runway. The only information that my mind had processed was that we were near the edge of the runway and my instinct was to get the aircraft into the center of the runway. Finally; I made the mistake of not discontinuing the flight after the landing. We had an estimated 4;000 FT of runway after the bounce and recovery; yet I chose to execute a go-around. Additionally; on the next landing I discarded the fact that the aircraft could be damaged as unlikely due to not feeling any difference in controls while flying after the bad landing. My previous experience with student bad landings made me minimize the fact that this was the worst landing I had seen and made me blind to the fact that the airplane could have been damaged.

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.