Narrative:

We were cleared for the tlc VOR DME 33 approach, executed the outbound and inbound legs of the approach and descended to the MDA after 7 DME inbound. The captain called the PAPI in sight at or about 8 DME. I looked up and saw the PAPI through the fog, but no runway so I went back on instruments. When the captain called the runway in sight I looked up and saw the runway about 1 3/4 mi ahead on the left side of the aircraft (note: the approach course for runway 33 is offset from the runway centerline). There was fog obscuring the last 3/4 of the runway surface, but the extended centerline and first 1/4 of the runway was visible through light fog. I descended from MDA and began to maneuver to line up with the centerline. As I approached the touchdown point the aircraft was drifting right of centerline and the direction of movement was not straight down the runway. Before touchdown I initiated the reject landing procedure. With thrust at go around, pitch at approximately 10 degree nose up and correcting left to remain over the runway surface I felt what I thought was the left main gear lightly touching the surface of the runway. We executed the missed approach procedure and executed the same approach again and landed. On post-flight inspection found left wing tip and trailing edge flap faring damaged. Because runway surface was obscured the last 3/4, it was difficult to get a perception of the bank angle necessary to properly align with the centerline of the runway. This is a very high altitude airport (8448 ft). With 512 ft to lose from the MDA to touchdown and 1 3/4 mi out, and because ground speed and true airspeed was higher (IAS was on target) it gives you less time to maneuver from the offset inbound course to the runway centerline. The wing tip struck the runway surface 15 ft beyond the fixed distance marker crossing the centerline at a 20 degree angle for about 150 ft with minor damage to the left wing tip.

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Original NASA ASRS Text

Title: ACR LGT FRT ACFT CFTT AT TLC, FO.

Narrative: WE WERE CLRED FOR THE TLC VOR DME 33 APCH, EXECUTED THE OUTBOUND AND INBOUND LEGS OF THE APCH AND DSNDED TO THE MDA AFTER 7 DME INBOUND. THE CAPT CALLED THE PAPI IN SIGHT AT OR ABOUT 8 DME. I LOOKED UP AND SAW THE PAPI THROUGH THE FOG, BUT NO RWY SO I WENT BACK ON INSTS. WHEN THE CAPT CALLED THE RWY IN SIGHT I LOOKED UP AND SAW THE RWY ABOUT 1 3/4 MI AHEAD ON THE L SIDE OF THE ACFT (NOTE: THE APCH COURSE FOR RWY 33 IS OFFSET FROM THE RWY CENTERLINE). THERE WAS FOG OBSCURING THE LAST 3/4 OF THE RWY SURFACE, BUT THE EXTENDED CENTERLINE AND FIRST 1/4 OF THE RWY WAS VISIBLE THROUGH LIGHT FOG. I DSNDED FROM MDA AND BEGAN TO MANEUVER TO LINE UP WITH THE CENTERLINE. AS I APCHED THE TOUCHDOWN POINT THE ACFT WAS DRIFTING R OF CENTERLINE AND THE DIRECTION OF MOVEMENT WAS NOT STRAIGHT DOWN THE RWY. BEFORE TOUCHDOWN I INITIATED THE REJECT LNDG PROC. WITH THRUST AT GAR, PITCH AT APPROX 10 DEG NOSE UP AND CORRECTING L TO REMAIN OVER THE RWY SURFACE I FELT WHAT I THOUGHT WAS THE L MAIN GEAR LIGHTLY TOUCHING THE SURFACE OF THE RWY. WE EXECUTED THE MISSED APCH PROC AND EXECUTED THE SAME APCH AGAIN AND LANDED. ON POST-FLT INSPECTION FOUND L WING TIP AND TRAILING EDGE FLAP FARING DAMAGED. BECAUSE RWY SURFACE WAS OBSCURED THE LAST 3/4, IT WAS DIFFICULT TO GET A PERCEPTION OF THE BANK ANGLE NECESSARY TO PROPERLY ALIGN WITH THE CENTERLINE OF THE RWY. THIS IS A VERY HIGH ALT ARPT (8448 FT). WITH 512 FT TO LOSE FROM THE MDA TO TOUCHDOWN AND 1 3/4 MI OUT, AND BECAUSE GND SPD AND TRUE AIRSPD WAS HIGHER (IAS WAS ON TARGET) IT GIVES YOU LESS TIME TO MANEUVER FROM THE OFFSET INBOUND COURSE TO THE RWY CENTERLINE. THE WING TIP STRUCK THE RWY SURFACE 15 FT BEYOND THE FIXED DISTANCE MARKER XING THE CENTERLINE AT A 20 DEG ANGLE FOR ABOUT 150 FT WITH MINOR DAMAGE TO THE L WING TIP.

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.