Narrative:

Prior to taking the practical part of my BFR (biennial flight review), we discussed what we would do. This included a short-field landing at the end of the practical test. Technique, the amount of flaps, power to be used, were all discussed. The BFR prior to the landing was uneventful. The approach over the threshold of runway 10 at bvs was made at 40 degree flaps, 63 mph at an altitude of about 60 ft AGL, exactly as we had discussed. As the CFI and I had discussed, power was reduced and the nose was pointed down to maintain the airspeed. This results in fairly steep angle which is what I believe made the CFI uncomfortable. As I have flown this plane for over 1000 hours and have done short-field lndgs in this manner many times, the approach was progressing normally as far as I was concerned. The CFI reacted by grabbing the yoke and pulled back commencing the flare too soon. His grabbing the yoke surprised and distraction me. I thought he had control of the airplane. No power was added which was needed when flaring so high. As could be expected, the plane stalled and dropped in a hard landing. It is difficult to say exactly how many feet the plane dropped. It was, however, the hardest landing I have experienced and after bouncing twice I gained control of the airplane. I then requested the CFI to check to see if the ELT had been set off, it had not. The plane seemed to taxi normally and without any nosewheel shimmy or apparent ill effects. There were no injuries.

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Original NASA ASRS Text

Title: A C182 PVT PLT, DURING HIS BFR WITH A CFI, WAS MAKING A SHORT-FIELD LNDG AT BVS WHEN THE CFI SUDDENLY INTERVENED AND CAUSED THE PLANE TO STALL AND MAKE A HARD LNDG.

Narrative: PRIOR TO TAKING THE PRACTICAL PART OF MY BFR (BIENNIAL FLT REVIEW), WE DISCUSSED WHAT WE WOULD DO. THIS INCLUDED A SHORT-FIELD LNDG AT THE END OF THE PRACTICAL TEST. TECHNIQUE, THE AMOUNT OF FLAPS, PWR TO BE USED, WERE ALL DISCUSSED. THE BFR PRIOR TO THE LNDG WAS UNEVENTFUL. THE APCH OVER THE THRESHOLD OF RWY 10 AT BVS WAS MADE AT 40 DEG FLAPS, 63 MPH AT AN ALT OF ABOUT 60 FT AGL, EXACTLY AS WE HAD DISCUSSED. AS THE CFI AND I HAD DISCUSSED, PWR WAS REDUCED AND THE NOSE WAS POINTED DOWN TO MAINTAIN THE AIRSPD. THIS RESULTS IN FAIRLY STEEP ANGLE WHICH IS WHAT I BELIEVE MADE THE CFI UNCOMFORTABLE. AS I HAVE FLOWN THIS PLANE FOR OVER 1000 HRS AND HAVE DONE SHORT-FIELD LNDGS IN THIS MANNER MANY TIMES, THE APCH WAS PROGRESSING NORMALLY AS FAR AS I WAS CONCERNED. THE CFI REACTED BY GRABBING THE YOKE AND PULLED BACK COMMENCING THE FLARE TOO SOON. HIS GRABBING THE YOKE SURPRISED AND DISTR ME. I THOUGHT HE HAD CTL OF THE AIRPLANE. NO PWR WAS ADDED WHICH WAS NEEDED WHEN FLARING SO HIGH. AS COULD BE EXPECTED, THE PLANE STALLED AND DROPPED IN A HARD LNDG. IT IS DIFFICULT TO SAY EXACTLY HOW MANY FEET THE PLANE DROPPED. IT WAS, HOWEVER, THE HARDEST LNDG I HAVE EXPERIENCED AND AFTER BOUNCING TWICE I GAINED CTL OF THE AIRPLANE. I THEN REQUESTED THE CFI TO CHK TO SEE IF THE ELT HAD BEEN SET OFF, IT HAD NOT. THE PLANE SEEMED TO TAXI NORMALLY AND WITHOUT ANY NOSEWHEEL SHIMMY OR APPARENT ILL EFFECTS. THERE WERE NO INJURIES.

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.