Narrative:

I was completing the last landing of a CFI check ride. The landing was a demonstration of a short field landing. On final the approach speed was getting low so I added power to maintain airspeed. A high descent rate still ensued and the aircraft was held in a cross-controled confign due to the left crosswind. Due to the high descent rate I started a high rollout to flare. When I reduced power to idle the critical angle of attack was reached and the aircraft stalled in a cross-controled landing confign at approximately 10 ft AGL. This stall resulted in a landing in which the right wing tip scraped the runway. The damage to the aircraft was only minimal scrapes of fiberglass that was repaired with only a fresh coat of paint. Directional control was maintained by the application of left rudder and the rollout was uneventful. The landing was not extremely hard so we continued the flight in which the examiner made 1 more uneventful landing. It was during the post-flight inspection that the damage to the wing tip was found. There are many factors that played a role in this event. First was the nervousness that is the result of a check ride especially one with the FAA. Another factor was the feeling that I had to land because it was a check ride. Another factor is that the FAA inspector conducting the examination had 0 time in this aircraft. The problem could have been solved with a go around, but the feeling of having to land no matter what was overwhelming because it was a check ride. The safety considerations of this is that situations you know are not right should be acted upon accordingly, in this case a go around. Situations should not be sacrificed so as to get you into a more dangerous situation!

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Original NASA ASRS Text

Title: GA PLT ON A PROFICIENCY CHK WITH THE FAA IN AN SMA STALLED ON LNDG AND SCRAPED THE R WING TIP CAUSING MINOR DAMAGE.

Narrative: I WAS COMPLETING THE LAST LNDG OF A CFI CHK RIDE. THE LNDG WAS A DEMONSTRATION OF A SHORT FIELD LNDG. ON FINAL THE APCH SPD WAS GETTING LOW SO I ADDED PWR TO MAINTAIN AIRSPD. A HIGH DSCNT RATE STILL ENSUED AND THE ACFT WAS HELD IN A CROSS-CTLED CONFIGN DUE TO THE L XWIND. DUE TO THE HIGH DSCNT RATE I STARTED A HIGH ROLLOUT TO FLARE. WHEN I REDUCED PWR TO IDLE THE CRITICAL ANGLE OF ATTACK WAS REACHED AND THE ACFT STALLED IN A CROSS-CTLED LNDG CONFIGN AT APPROX 10 FT AGL. THIS STALL RESULTED IN A LNDG IN WHICH THE R WING TIP SCRAPED THE RWY. THE DAMAGE TO THE ACFT WAS ONLY MINIMAL SCRAPES OF FIBERGLASS THAT WAS REPAIRED WITH ONLY A FRESH COAT OF PAINT. DIRECTIONAL CTL WAS MAINTAINED BY THE APPLICATION OF L RUDDER AND THE ROLLOUT WAS UNEVENTFUL. THE LNDG WAS NOT EXTREMELY HARD SO WE CONTINUED THE FLT IN WHICH THE EXAMINER MADE 1 MORE UNEVENTFUL LNDG. IT WAS DURING THE POST-FLT INSPECTION THAT THE DAMAGE TO THE WING TIP WAS FOUND. THERE ARE MANY FACTORS THAT PLAYED A ROLE IN THIS EVENT. FIRST WAS THE NERVOUSNESS THAT IS THE RESULT OF A CHK RIDE ESPECIALLY ONE WITH THE FAA. ANOTHER FACTOR WAS THE FEELING THAT I HAD TO LAND BECAUSE IT WAS A CHK RIDE. ANOTHER FACTOR IS THAT THE FAA INSPECTOR CONDUCTING THE EXAMINATION HAD 0 TIME IN THIS ACFT. THE PROBLEM COULD HAVE BEEN SOLVED WITH A GAR, BUT THE FEELING OF HAVING TO LAND NO MATTER WHAT WAS OVERWHELMING BECAUSE IT WAS A CHK RIDE. THE SAFETY CONSIDERATIONS OF THIS IS THAT SITUATIONS YOU KNOW ARE NOT RIGHT SHOULD BE ACTED UPON ACCORDINGLY, IN THIS CASE A GAR. SITUATIONS SHOULD NOT BE SACRIFICED SO AS TO GET YOU INTO A MORE DANGEROUS SITUATION!

Data retrieved from NASA's ASRS site as of July 2007 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.