A C172 student pilot porpoises on landing and experiences a propeller strike at ict, ks.

Attributes
ACN	437837
Time
Date	199905
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : ict.airport
State Reference	KS
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Dusk
Aircraft 1
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Operating Under FAR Part	Part 91
Flight Phase	ground : taxi ground : parked landing : roll
Flight Plan	None
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : student
Experience	flight time last 90 days : 20 flight time total : 66 flight time type : 66
ASRS Report	437837
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : radar
Events
Anomaly	ground encounters other other anomaly
Independent Detector	other flight crewa
Resolutory Action	flight crew : regained aircraft control
Consequence	other other other
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Received clearance from the ict tower to do a touch-and-go. After leveling airplane, looked again under left wing, made sure everything was clear and made a left turn onto final. I was a little high, pulled back on power. Speed 75 KTS. Made the decision to use full flaps, put the last 10 degrees of flaps. Everything was looking good, was lined up with the center of the runway. Airspeed remaining between 70-72 KTS. I made a clean sweep of the instruments. Speed 72 KTS. I looked down the runway, went several hundred ft, pulled back a little on the nose, went into the flare as the speed was bleeding off. When all of a sudden the airplane bounced on the main wheels, did not hear the stall warning horn at all. Once I bounced, all I could think of was control the airplane. Thinking in the back of my mind, my instructor saying, remember fly the plane first. I focused on the surroundings outside the airplane. Took the second bounce on the main wheels. The third bounce is when the nosewheel hit, the airplane slowed down. I was able at that time to bring the plane to a slow taxiing speed. I knew that something wasn't right, it felt as if the front tire was flat. My judgement at that point was the airplane was not safe to fly. Started to exit the runway at taxiway A7, when ict tower stated that I could switch over to ground. Exited runway, crossed over the hold lines, brought the airplane to a full stop. Pushed in the carburetor heat and placed the flaps back into taxiing position. Contacted ict ground, received permission to taxi back and parked airplane. Used checklist to make sure everything was back into proper position. I did not realize there was any propeller damage until the service personnel stated that the propeller had been damaged. If this situation was to occur again, I would not use full flaps under the same circumstances. I would take the option of giving the airplane power and do a go around. I know that my instructor has told me several times that I do not have to land the airplane, that I do have the option to give it power and go around. I was so tuned into landing the airplane, that I did not take the option of going around.

Original NASA ASRS Text

Title: A C172 STUDENT PLT PORPOISES ON LNDG AND EXPERIENCES A PROP STRIKE AT ICT, KS.

Narrative: RECEIVED CLRNC FROM THE ICT TWR TO DO A TOUCH-AND-GO. AFTER LEVELING AIRPLANE, LOOKED AGAIN UNDER L WING, MADE SURE EVERYTHING WAS CLR AND MADE A L TURN ONTO FINAL. I WAS A LITTLE HIGH, PULLED BACK ON PWR. SPD 75 KTS. MADE THE DECISION TO USE FULL FLAPS, PUT THE LAST 10 DEGS OF FLAPS. EVERYTHING WAS LOOKING GOOD, WAS LINED UP WITH THE CTR OF THE RWY. AIRSPD REMAINING BTWN 70-72 KTS. I MADE A CLEAN SWEEP OF THE INSTS. SPD 72 KTS. I LOOKED DOWN THE RWY, WENT SEVERAL HUNDRED FT, PULLED BACK A LITTLE ON THE NOSE, WENT INTO THE FLARE AS THE SPD WAS BLEEDING OFF. WHEN ALL OF A SUDDEN THE AIRPLANE BOUNCED ON THE MAIN WHEELS, DID NOT HEAR THE STALL WARNING HORN AT ALL. ONCE I BOUNCED, ALL I COULD THINK OF WAS CTL THE AIRPLANE. THINKING IN THE BACK OF MY MIND, MY INSTRUCTOR SAYING, REMEMBER FLY THE PLANE FIRST. I FOCUSED ON THE SURROUNDINGS OUTSIDE THE AIRPLANE. TOOK THE SECOND BOUNCE ON THE MAIN WHEELS. THE THIRD BOUNCE IS WHEN THE NOSEWHEEL HIT, THE AIRPLANE SLOWED DOWN. I WAS ABLE AT THAT TIME TO BRING THE PLANE TO A SLOW TAXIING SPD. I KNEW THAT SOMETHING WASN'T RIGHT, IT FELT AS IF THE FRONT TIRE WAS FLAT. MY JUDGEMENT AT THAT POINT WAS THE AIRPLANE WAS NOT SAFE TO FLY. STARTED TO EXIT THE RWY AT TXWY A7, WHEN ICT TWR STATED THAT I COULD SWITCH OVER TO GND. EXITED RWY, CROSSED OVER THE HOLD LINES, BROUGHT THE AIRPLANE TO A FULL STOP. PUSHED IN THE CARB HEAT AND PLACED THE FLAPS BACK INTO TAXIING POS. CONTACTED ICT GND, RECEIVED PERMISSION TO TAXI BACK AND PARKED AIRPLANE. USED CHKLIST TO MAKE SURE EVERYTHING WAS BACK INTO PROPER POS. I DID NOT REALIZE THERE WAS ANY PROP DAMAGE UNTIL THE SVC PERSONNEL STATED THAT THE PROP HAD BEEN DAMAGED. IF THIS SIT WAS TO OCCUR AGAIN, I WOULD NOT USE FULL FLAPS UNDER THE SAME CIRCUMSTANCES. I WOULD TAKE THE OPTION OF GIVING THE AIRPLANE PWR AND DO A GAR. I KNOW THAT MY INSTRUCTOR HAS TOLD ME SEVERAL TIMES THAT I DO NOT HAVE TO LAND THE AIRPLANE, THAT I DO HAVE THE OPTION TO GIVE IT PWR AND GO AROUND. I WAS SO TUNED INTO LNDG THE AIRPLANE, THAT I DID NOT TAKE THE OPTION OF GOING AROUND.

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.