Narrative:

The student pilot and I arrived at XA00 local to conduct a local instruction. Preflight was conducted normally with no abnormalities noted on the aircraft. WX conditions for fhu at the time, were sky conditions clear, visibility unlimited and winds calm. WX conditions remained the same throughout the time of the accident. The run-up and before takeoff checks were completed per the aircraft checklist with all system nominal. The practice soft field takeoff was made normally off of fhu runway 26, with the aircraft performing as expected. I transferred the controls to the student after a normal climb attitude was attained. He flew the aircraft into right closed traffic pattern at an altitude of 5500 ft. While established on downwind, we discussed the procedure for conducting an approach to land with the engine inoperative. I informed the student that the approach was conducted very methodically and not unlike a normal landing. I informed the student that I would take over the aircraft controls and demonstrate a simulated engine failure while in the traffic pattern. I slowly retarded the throttle, established a best glide airspeed of 70 mph. While demonstrating the maneuver to the student, I informed him of the engine failure emergency procedure established for this aircraft. The checklist procedure called for establishing an airspeed of 70 mph, best place to land, cockpit check and communicate. The procedures were discussed as we moved from a midfield downwind to a turn for base. I told the student to join me on the flight controls to feel that the inputs in this maneuver were done within normal limits. The turn from base to final was made normally with a rollout within a mi from the runway threshold. The aircraft was aligned with the runway but left of centerline. At this point, I told the student that we were going around. I applied full power to the engine and it reacted normally. The approach shallowed as the aircraft started to react to the power increase. The aircraft touched down hard approximately 200 ft down the runway (runway 26), 25 ft left of centerline, on all 3 landing gear. I still had full power applied at this time with the intent being to terminate the approach in a go around. The aircraft porpoised from the initial touchdown point. Directional control about the vertical axis was lost. I summarize this to be due to the nose gear being damaged from the initial touchdown. Examination of skid marks later indicated that the nose gear had rotated approximately 90 degrees left or right of the center (pedals neutral) position. I initially leveled the aircraft to regain airspeed to continue the go around. With directional control lost, the aircraft veered towards the left side of runway 26. I tried to maintain alignment of the aircraft with the center of the runway. Again the aircraft felt as though the nose gear was rotated 90 degrees opposite the direction of movement. The right wingtip made contact with the runway surface. I felt the aircraft rotating about the longitudinal axis as the right wingtip scraped the ground. I attempted to maintain the aircraft in a level attitude and stop its movement towards the left side of runway 26. The aircraft left the runway and the nose gear touched down on the left shoulder of runway 26. The nose gear sheared at the forks and was thrown approximately 30 ft to the left of runway 26. The nose strut began to dig into the shoulder parallel runway 26 as the propeller began striking the dirt. The engine stopped as the left wingtip began to scrape the left shoulder of runway 26. The aircraft returned to runway 26, yawed to the left and came to a rest on its nose strut. I secured the aircraft (magnetos and master switch off). The student was uninjured and exited through his (left) door unhindered. I exited shortly after him through the right door. Fort huachuca crash rescue arrived within 3 mins of the accident.

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Original NASA ASRS Text

Title: INSTRUCTOR LOST CTL OF ACFT DURING A LNDG DEMONSTRATION.

Narrative: THE STUDENT PLT AND I ARRIVED AT XA00 LCL TO CONDUCT A LCL INSTRUCTION. PREFLT WAS CONDUCTED NORMALLY WITH NO ABNORMALITIES NOTED ON THE ACFT. WX CONDITIONS FOR FHU AT THE TIME, WERE SKY CONDITIONS CLR, VISIBILITY UNLIMITED AND WINDS CALM. WX CONDITIONS REMAINED THE SAME THROUGHOUT THE TIME OF THE ACCIDENT. THE RUN-UP AND BEFORE TKOF CHKS WERE COMPLETED PER THE ACFT CHKLIST WITH ALL SYS NOMINAL. THE PRACTICE SOFT FIELD TKOF WAS MADE NORMALLY OFF OF FHU RWY 26, WITH THE ACFT PERFORMING AS EXPECTED. I TRANSFERRED THE CTLS TO THE STUDENT AFTER A NORMAL CLB ATTITUDE WAS ATTAINED. HE FLEW THE ACFT INTO R CLOSED TFC PATTERN AT AN ALT OF 5500 FT. WHILE ESTABLISHED ON DOWNWIND, WE DISCUSSED THE PROC FOR CONDUCTING AN APCH TO LAND WITH THE ENG INOP. I INFORMED THE STUDENT THAT THE APCH WAS CONDUCTED VERY METHODICALLY AND NOT UNLIKE A NORMAL LNDG. I INFORMED THE STUDENT THAT I WOULD TAKE OVER THE ACFT CTLS AND DEMONSTRATE A SIMULATED ENG FAILURE WHILE IN THE TFC PATTERN. I SLOWLY RETARDED THE THROTTLE, ESTABLISHED A BEST GLIDE AIRSPD OF 70 MPH. WHILE DEMONSTRATING THE MANEUVER TO THE STUDENT, I INFORMED HIM OF THE ENG FAILURE EMER PROC ESTABLISHED FOR THIS ACFT. THE CHKLIST PROC CALLED FOR ESTABLISHING AN AIRSPD OF 70 MPH, BEST PLACE TO LAND, COCKPIT CHK AND COMMUNICATE. THE PROCS WERE DISCUSSED AS WE MOVED FROM A MIDFIELD DOWNWIND TO A TURN FOR BASE. I TOLD THE STUDENT TO JOIN ME ON THE FLT CTLS TO FEEL THAT THE INPUTS IN THIS MANEUVER WERE DONE WITHIN NORMAL LIMITS. THE TURN FROM BASE TO FINAL WAS MADE NORMALLY WITH A ROLLOUT WITHIN A MI FROM THE RWY THRESHOLD. THE ACFT WAS ALIGNED WITH THE RWY BUT L OF CTRLINE. AT THIS POINT, I TOLD THE STUDENT THAT WE WERE GOING AROUND. I APPLIED FULL PWR TO THE ENG AND IT REACTED NORMALLY. THE APCH SHALLOWED AS THE ACFT STARTED TO REACT TO THE PWR INCREASE. THE ACFT TOUCHED DOWN HARD APPROX 200 FT DOWN THE RWY (RWY 26), 25 FT L OF CTRLINE, ON ALL 3 LNDG GEAR. I STILL HAD FULL PWR APPLIED AT THIS TIME WITH THE INTENT BEING TO TERMINATE THE APCH IN A GAR. THE ACFT PORPOISED FROM THE INITIAL TOUCHDOWN POINT. DIRECTIONAL CTL ABOUT THE VERT AXIS WAS LOST. I SUMMARIZE THIS TO BE DUE TO THE NOSE GEAR BEING DAMAGED FROM THE INITIAL TOUCHDOWN. EXAMINATION OF SKID MARKS LATER INDICATED THAT THE NOSE GEAR HAD ROTATED APPROX 90 DEGS L OR R OF THE CTR (PEDALS NEUTRAL) POS. I INITIALLY LEVELED THE ACFT TO REGAIN AIRSPD TO CONTINUE THE GAR. WITH DIRECTIONAL CTL LOST, THE ACFT VEERED TOWARDS THE L SIDE OF RWY 26. I TRIED TO MAINTAIN ALIGNMENT OF THE ACFT WITH THE CTR OF THE RWY. AGAIN THE ACFT FELT AS THOUGH THE NOSE GEAR WAS ROTATED 90 DEGS OPPOSITE THE DIRECTION OF MOVEMENT. THE R WINGTIP MADE CONTACT WITH THE RWY SURFACE. I FELT THE ACFT ROTATING ABOUT THE LONGITUDINAL AXIS AS THE R WINGTIP SCRAPED THE GND. I ATTEMPTED TO MAINTAIN THE ACFT IN A LEVEL ATTITUDE AND STOP ITS MOVEMENT TOWARDS THE L SIDE OF RWY 26. THE ACFT LEFT THE RWY AND THE NOSE GEAR TOUCHED DOWN ON THE L SHOULDER OF RWY 26. THE NOSE GEAR SHEARED AT THE FORKS AND WAS THROWN APPROX 30 FT TO THE L OF RWY 26. THE NOSE STRUT BEGAN TO DIG INTO THE SHOULDER PARALLEL RWY 26 AS THE PROP BEGAN STRIKING THE DIRT. THE ENG STOPPED AS THE L WINGTIP BEGAN TO SCRAPE THE L SHOULDER OF RWY 26. THE ACFT RETURNED TO RWY 26, YAWED TO THE L AND CAME TO A REST ON ITS NOSE STRUT. I SECURED THE ACFT (MAGNETOS AND MASTER SWITCH OFF). THE STUDENT WAS UNINJURED AND EXITED THROUGH HIS (L) DOOR UNHINDERED. I EXITED SHORTLY AFTER HIM THROUGH THE R DOOR. FORT HUACHUCA CRASH RESCUE ARRIVED WITHIN 3 MINS OF THE ACCIDENT.

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.