Narrative:

On approach to the runway; coming off of the localizer in VMC conditions; I was pilot not flying with the aircraft owner as pilot flying.the pilot flying leveled off at the proper altitude outside the FAF when we were cleared for the approach. I had the airport and runway in sight. He did not. He requested the runway lights to be turned up in intensity and I relayed that information to the local controller who complied with the request.upon crossing the FAF; with the intermediate ('step-down') altitude [900 MSL] selected; he selected vertical speed mode and 2;000 FPM descent (2;000 ft down to 900 ft). As I am attempting to be a mentor pilot to the owner while he transitions to jet operations; I continued to monitor both the aircraft and its position; as well as the pilot flying. He seemed to think this descent rate was proper; and while I disagree (I would prefer 1;200-1;500 FPM max to lose 900 ft [actually 1;100 ft]); I wouldn't say it is 'wrong' just more of a technique thing than an issue of propriety.we leveled and prior to reaching the 'step-down' fix; the autopilot was disengaged and we started descent on the PAPI. I continued to monitor the indications and call out airspeed and GS deviations. Aside from being roughly 'one dot' low on the glide path everything was well within tolerances until about 300 ft AGL. Passing through 300 ft AGL; I called 'four red' and the pilot flying pitched up to correct the GS deviation without adding power. This caused our airspeed to decay to vref-5 (which I also called out). Power was added (from roughly 48% N1 to 75% N1) and the airspeed corrected to vref+5. However; due to the pitch attitude used to correct GS deviation; we were now 'four white' on the PAPI. Crossing the threshold; the PF had the power at idle and we were roughly 100 ft AGL descending at about 600 FPM (a touch steep for our 100 KT vref speed).during this time; again as a 'mentor' (and reverting back to my CFI days); I was going to see how far the student/owner/pilot flying would take this approach before calling for a go-around. I had already 'gone around' in my head about two miles prior to the threshold; but I think the learning experience requires allowing the student to make a mistake as long as it is not a mistake that could result in injury/damage/violation. We crossed the 1;000 ft marker at 50 ft and; as I saw the 2;000 ft remaining sign pass by us; I calmly called for a go around. Being in such a low energy/high drag state/low altitude; I assumed that our main wheels would touch down during the go-around and had anticipated this fact. The pilot flying advanced the thrust levers to the cruise detent. This amount of thrust should be enough for a successful GA; but the proper technique/procedure is to hit the toga [take off go around] button on the left throttle; advance the thrust levers to the toga detent (or firewall) and allow the fadec to set GA thrust.as I reached over to slide the throttles all the way up; the mains touched down in a nice gentle nose-high attitude with about 1;200 ft remaining on the runway. At this time; the pilot flying retarded the thrust levers to idle. I immediately pushed the thrust levers to the firewall and pitched us up for go-around. During the procedure; I was not only flying from the right seat with the pilot flying 'hands on' from the left seat; but I was also more-or-less teaching the go-around procedure.the remainder of the go-around event was uneventful and we remained in right closed traffic; landing a few moments later.

Google
 

Original NASA ASRS Text

Title: An ATP rated pilot--'acting as a mentor' for the not yet rated owner of the Citation 525B while he flew a practice non precision approach to a short runway--described an unstabilized approach during which the aircraft touched down 1;200 FT from the departure end before the 'mentor' assumed control and executed a last second go around.

Narrative: On approach to the runway; coming off of the localizer in VMC conditions; I was pilot not flying with the aircraft owner as pilot flying.The pilot flying leveled off at the proper altitude outside the FAF when we were cleared for the approach. I had the airport and runway in sight. He did not. He requested the runway lights to be turned up in intensity and I relayed that information to the Local Controller who complied with the request.Upon crossing the FAF; with the intermediate ('step-down') altitude [900 MSL] selected; he selected Vertical Speed mode and 2;000 FPM descent (2;000 FT down to 900 FT). As I am attempting to be a mentor pilot to the owner while he transitions to jet operations; I continued to monitor both the aircraft and its position; as well as the pilot flying. He seemed to think this descent rate was proper; and while I disagree (I would prefer 1;200-1;500 FPM max to lose 900 FT [actually 1;100 FT]); I wouldn't say it is 'wrong' just more of a technique thing than an issue of propriety.We leveled and prior to reaching the 'step-down' fix; the autopilot was disengaged and we started descent on the PAPI. I continued to monitor the indications and call out airspeed and GS deviations. Aside from being roughly 'one dot' low on the glide path everything was well within tolerances until about 300 FT AGL. Passing through 300 FT AGL; I called 'four red' and the pilot flying pitched up to correct the GS deviation without adding power. This caused our airspeed to decay to Vref-5 (which I also called out). Power was added (from roughly 48% N1 to 75% N1) and the airspeed corrected to Vref+5. However; due to the pitch attitude used to correct GS deviation; we were now 'four white' on the PAPI. Crossing the threshold; the PF had the power at idle and we were roughly 100 FT AGL descending at about 600 FPM (a touch steep for our 100 KT Vref speed).During this time; again as a 'mentor' (and reverting back to my CFI days); I was going to see how far the student/owner/pilot flying would take this approach before calling for a go-around. I had already 'gone around' in my head about two miles prior to the threshold; but I think the learning experience requires allowing the student to make a mistake as long as it is not a mistake that could result in injury/damage/violation. We crossed the 1;000 FT marker at 50 FT and; as I saw the 2;000 FT remaining sign pass by us; I calmly called for a go around. Being in such a low energy/high drag state/low altitude; I assumed that our main wheels would touch down during the go-around and had anticipated this fact. The pilot flying advanced the thrust levers to the CRUISE detent. This amount of thrust SHOULD be enough for a successful GA; but the proper technique/procedure is to hit the TOGA [Take Off Go Around] button on the left throttle; advance the thrust levers to the TOGA detent (or firewall) and allow the FADEC to set GA thrust.As I reached over to slide the throttles all the way up; the mains touched down in a nice gentle nose-high attitude with about 1;200 FT remaining on the runway. At this time; the pilot flying retarded the thrust levers to IDLE. I IMMEDIATELY pushed the thrust levers to the firewall and pitched us up for go-around. During the procedure; I was not only flying from the right seat with the pilot flying 'hands on' from the left seat; but I was also more-or-less TEACHING the Go-Around procedure.The remainder of the go-around event was uneventful and we remained in right closed traffic; landing a few moments later.

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.