Narrative:

Aug/xx/98, upon arriving at my first destination farmingdale, ny, republic airport, I was cleared by the tower to enter right downwind for runway 1. I was told that I was #3 and was instructed to look and to follow a C172 also downwind for runway 1 (he was doing a touch and go). Just before reaching my turn to base, the tower called my numbers and cleared me to land. I was reaching the 1/2 mi final point, when I observed the cessna ahead of me, touched down and immediately continued down the runway as expected. What I did not expect was a cherokee coming onto the runway and taking position onto runway 1. As I approached the 1/4 mi mark, the tower called my numbers and announced that the cherokee would be departing prior to my arrival. I reduced power to slow my C182 from 75 KTS to 65 KTS to comply with the tower's request. By that time my flaps were full down, and was lined up with the runway. Shortly before reaching the airport trestle hole the cherokee started to roll, for fear that I would overtake the aircraft on the runway I did not add power, instead, I decided to lower the nose to increase airspeed, at that time my airspeed was approximately 60 KTS. By the time I reach the numbers my airspeed had bleed excessively, I was approximately 20 ft above the runway sinking fairly fast. I decided that it was safe to add additional power to regain some airspeed, unfortunately I was too late, before the aircraft could react, I was too close to the runway and landed abruptly. I noted the sound of a blown tire. I stop the aircraft as quickly as I safely could. I called the tower to advise them of my problem. Upon inspection of aircraft we note a blown main right wheel and tire, as well as a blown nose tire. Ground services was called to assist in removing the aircraft from the field to a repair facility. In conclusion, I firmly believe this problem could have been avoided if the tower have better space management and 1/2 mi is in my opinion unacceptable, had the tower allowed me to land prior to give permission to the cherokee to take position. My parameter would not have needed correction. Instead I was left with the decision to abort the landing (possibly interfering with the other aircraft takeoff or increase my airspeed and overtake the aircraft on the runway). My own logical choice was to slow my aircraft down as slow as possible to increase the gap between me and the other aircraft. Unfortunately my aircraft had too much drag and stalled before I could regain airspeed.

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Original NASA ASRS Text

Title: PVT PLT, ACCOMPANIED BY AN INSTRUCTOR PLT ON A PLEASURE FLT IN A C182 LOST CTL OF THE ACFT PRIOR TO TOUCHDOWN, RESULTING IN A HARD LNDG WHEN THE ACFT STALLED ABOVE THE RWY AND DROPPED ONTO THE RWY. THE R WHEEL AND NOSE GEAR TIRES BLEW OUT CAUSING THE ACFT TO BE STRANDED ON THE RWY. THE PLT COMPLAINED THAT A PIPER PA28 WAS ALLOWED TO TKOF JUST PRIOR TO THEIR RWY ARR CAUSING HIM TO SLOW THE ACFT BELOW A SAFE APCH SPD.

Narrative: AUG/XX/98, UPON ARRIVING AT MY FIRST DEST FARMINGDALE, NY, REPUBLIC ARPT, I WAS CLRED BY THE TWR TO ENTER R DOWNWIND FOR RWY 1. I WAS TOLD THAT I WAS #3 AND WAS INSTRUCTED TO LOOK AND TO FOLLOW A C172 ALSO DOWNWIND FOR RWY 1 (HE WAS DOING A TOUCH AND GO). JUST BEFORE REACHING MY TURN TO BASE, THE TWR CALLED MY NUMBERS AND CLRED ME TO LAND. I WAS REACHING THE 1/2 MI FINAL POINT, WHEN I OBSERVED THE CESSNA AHEAD OF ME, TOUCHED DOWN AND IMMEDIATELY CONTINUED DOWN THE RWY AS EXPECTED. WHAT I DID NOT EXPECT WAS A CHEROKEE COMING ONTO THE RWY AND TAKING POS ONTO RWY 1. AS I APCHED THE 1/4 MI MARK, THE TWR CALLED MY NUMBERS AND ANNOUNCED THAT THE CHEROKEE WOULD BE DEPARTING PRIOR TO MY ARR. I REDUCED PWR TO SLOW MY C182 FROM 75 KTS TO 65 KTS TO COMPLY WITH THE TWR'S REQUEST. BY THAT TIME MY FLAPS WERE FULL DOWN, AND WAS LINED UP WITH THE RWY. SHORTLY BEFORE REACHING THE ARPT TRESTLE HOLE THE CHEROKEE STARTED TO ROLL, FOR FEAR THAT I WOULD OVERTAKE THE ACFT ON THE RWY I DID NOT ADD PWR, INSTEAD, I DECIDED TO LOWER THE NOSE TO INCREASE AIRSPD, AT THAT TIME MY AIRSPD WAS APPROX 60 KTS. BY THE TIME I REACH THE NUMBERS MY AIRSPD HAD BLEED EXCESSIVELY, I WAS APPROX 20 FT ABOVE THE RWY SINKING FAIRLY FAST. I DECIDED THAT IT WAS SAFE TO ADD ADDITIONAL PWR TO REGAIN SOME AIRSPD, UNFORTUNATELY I WAS TOO LATE, BEFORE THE ACFT COULD REACT, I WAS TOO CLOSE TO THE RWY AND LANDED ABRUPTLY. I NOTED THE SOUND OF A BLOWN TIRE. I STOP THE ACFT AS QUICKLY AS I SAFELY COULD. I CALLED THE TWR TO ADVISE THEM OF MY PROB. UPON INSPECTION OF ACFT WE NOTE A BLOWN MAIN R WHEEL AND TIRE, AS WELL AS A BLOWN NOSE TIRE. GND SVCS WAS CALLED TO ASSIST IN REMOVING THE ACFT FROM THE FIELD TO A REPAIR FACILITY. IN CONCLUSION, I FIRMLY BELIEVE THIS PROB COULD HAVE BEEN AVOIDED IF THE TWR HAVE BETTER SPACE MGMNT AND 1/2 MI IS IN MY OPINION UNACCEPTABLE, HAD THE TWR ALLOWED ME TO LAND PRIOR TO GIVE PERMISSION TO THE CHEROKEE TO TAKE POS. MY PARAMETER WOULD NOT HAVE NEEDED CORRECTION. INSTEAD I WAS LEFT WITH THE DECISION TO ABORT THE LNDG (POSSIBLY INTERFERING WITH THE OTHER ACFT TKOF OR INCREASE MY AIRSPD AND OVERTAKE THE ACFT ON THE RWY). MY OWN LOGICAL CHOICE WAS TO SLOW MY ACFT DOWN AS SLOW AS POSSIBLE TO INCREASE THE GAP BTWN ME AND THE OTHER ACFT. UNFORTUNATELY MY ACFT HAD TOO MUCH DRAG AND STALLED BEFORE I COULD REGAIN AIRSPD.

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.