Narrative:

The following details were captured while I was the PF and my captain was the PNF. Weather conditions during this flight were daytime and clear while cruising into mmio. This was my first trip into mmio. While in cruise monterrey center updated us with current weather for mmio; and advised us to expect VOR DME 2 runway 17. At this time; we planned to perform the first segment of the approach and ask for a visual traffic pattern since the winds were favoring runway 35. I briefed the approach. At approximately 70NM from mmio I requested to begin our descent. ATC advised we were cleared to descend to 12;000. I requested [the PNF] to perform our 'descent and in range' checklist. Prior to reaching 12;000; ATC cleared us to descend to 10;000 and that we were cleared for the VOR DME 2 runway 17 approach. As soon as we had the airport in sight; the captain requested to intercept a right downwind to make a visual traffic pattern for runway 35 and after confirmation; I began to my turn to the east.as my position was approaching the 'abeam numbers' area; I requested 'flaps'. As I began to speak; the tower cleared us to land on runway 35 along with current weather conditions; and the captain was responding and confirming the tower's instructions. As soon as the radio was open for me to communicate my request for half flaps; we were nearing the 'gear down landing checklist' position according to our sops. Also; I noticed we were getting closer and closer to the mountains. I requested flaps and the captain engaged them; and I began to turn for final approach. As I was flying; I remained cautiously observant of altitude and terrain. I was advised by captain that as I was turning from base to final; that I was overshooting my turn to final. I looked out at the airport and my flight path and began to correct my flight path. As I lined up with the runway; I called for gear down and 'landing checklist.' the captain promptly complied and as he was calling the checklist I was focusing on the runway and listening to his call outs. As I crossed over the numbers I began to flare and prepare for touchdown. Just as I believed [we were] touching down; I heard an unknown noise. The captain quickly said; 'I have the controls; we are going around.' I released control of the airplane immediately and said; you have the controls; I transitioned my thoughts and processes to PNF. I began scanning the instruments for anything unusual; to include the engine instruments and annunciator panel. I noticed nothing out of the ordinary. Captain called for 'max power' and I complied by ensuring max power setting. Captain then called for [??] flaps; which I set and confirmed visually by looking at flaps setting gauge. I then called 'positive rate' and the captain called for gear up. I moved the gear handle up and confirmed the landing gear position lights extinguished. Shortly after the tower called us and asked; 'is everything ok?' we confirmed that everything was ok. Tower then gave us instructions for a right traffic pattern. I remained scanning the engine instruments and annunciator panel for abnormalities; nothing was noted. Captain began his cross turn and engaged in right traffic pattern. On the downwind leg; captain stated to me that; 'since all engine parameters were normal and [there were] no fault indications that the noise could have been the result of air being dumped by the pressurization system. The controller was set differently than appropriate for field elevation. Again; being vigilant in scanning all the instruments and annunciator panel; we saw nothing out of the ordinary; we proceeded to make a normal landing. As we cleared the runway from roll out we were cleared to taxi to the ramp. Shortly after we completed the 'engine stop' checklist; the captain called for a post flight inspection. I went out to spin the props; when I noticed the prop tips bent backwards. I then notified captain of what I saw. Moving forward; I feel that this could have been prevented by having an experienced pilot demonstrate this type of approach in new terrain to a new pilot first. Then the new pilot can demonstrate what he or she learned.

Google
 

Original NASA ASRS Text

Title: The flight crew of an SA227 inbound to MMIO; a high altitude airport surrounded by higher terrain; opted to request a visual approach rather that the VOR to Runway 17 for which they had previously been cleared. The inexperienced First Officer; the PF; made a rushed approach and failed to extend the gear at an appropriate time. The Captain took over the controls and executed a go around following a strange noise during the flare for landing. Following a successful second approach by the Captain a subsequent post flight inspection revealed the prop tips were bent backward; apparently due to ground contact during the rejected landing.

Narrative: The following details were captured while I was the PF and my Captain was the PNF. Weather conditions during this flight were daytime and clear while cruising into MMIO. This was my first trip into MMIO. While in cruise Monterrey Center updated us with current weather for MMIO; and advised us to expect VOR DME 2 RWY 17. At this time; we planned to perform the first segment of the approach and ask for a visual traffic pattern since the winds were favoring RWY 35. I briefed the approach. At approximately 70NM from MMIO I requested to begin our descent. ATC advised we were cleared to descend to 12;000. I requested [the PNF] to perform our 'Descent and in Range' checklist. Prior to reaching 12;000; ATC cleared us to descend to 10;000 and that we were cleared for the VOR DME 2 RWY 17 approach. As soon as we had the airport in sight; the Captain requested to intercept a right downwind to make a visual traffic pattern for RWY 35 and after confirmation; I began to my turn to the East.As my position was approaching the 'abeam numbers' area; I requested 'flaps'. As I began to speak; the tower cleared us to land on RWY 35 along with current weather conditions; and the Captain was responding and confirming the tower's instructions. As soon as the radio was open for me to communicate my request for half flaps; we were nearing the 'Gear down landing checklist' position according to our SOPs. Also; I noticed we were getting closer and closer to the mountains. I requested flaps and the Captain engaged them; and I began to turn for final approach. As I was flying; I remained cautiously observant of altitude and terrain. I was advised by Captain that as I was turning from base to final; that I was overshooting my turn to final. I looked out at the airport and my flight path and began to correct my flight path. As I lined up with the runway; I called for gear down and 'landing checklist.' The Captain promptly complied and as he was calling the checklist I was focusing on the runway and listening to his call outs. As I crossed over the numbers I began to flare and prepare for touchdown. Just as I believed [we were] touching down; I heard an unknown noise. The Captain quickly said; 'I have the controls; we are going around.' I released control of the airplane immediately and said; you have the controls; I transitioned my thoughts and processes to PNF. I began scanning the instruments for anything unusual; to include the engine instruments and annunciator panel. I noticed nothing out of the ordinary. Captain called for 'max power' and I complied by ensuring max power setting. Captain then called for [??] flaps; which I set and confirmed visually by looking at flaps setting gauge. I then called 'positive rate' and the Captain called for gear up. I moved the gear handle up and confirmed the landing gear position lights extinguished. Shortly after the tower called us and asked; 'is everything OK?' We confirmed that everything was OK. Tower then gave us instructions for a right traffic pattern. I remained scanning the engine instruments and annunciator panel for abnormalities; nothing was noted. Captain began his cross turn and engaged in right traffic pattern. On the downwind leg; Captain stated to me that; 'since all engine parameters were normal and [there were] no fault indications that the noise could have been the result of air being dumped by the pressurization system. The controller was set differently than appropriate for field elevation. Again; being vigilant in scanning all the instruments and annunciator panel; we saw nothing out of the ordinary; we proceeded to make a normal landing. As we cleared the runway from roll out we were cleared to taxi to the ramp. Shortly after we completed the 'engine stop' checklist; the Captain called for a post flight inspection. I went out to spin the props; when I noticed the prop tips bent backwards. I then notified Captain of what I saw. Moving forward; I feel that this could have been prevented by having an experienced Pilot demonstrate this type of approach in new terrain to a new Pilot first. Then the new Pilot can demonstrate what he or she learned.

Data retrieved from NASA's ASRS site 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.