Light Sport Aircraft
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Flight Crew Last 90 Days 71; Flight Crew Total 4725; Flight Crew Type 30
Communication Breakdown; Training / Qualification
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Aircraft Aircraft Damaged; General Evacuated
Human Factors
I have been giving a student dual instruction in his aircraft over the past two weeks. Today; we waited by his hangar until the weather improved to VFR. Then we did a normal preflight; taxied out to the Runway and performed the required preflight checks per the check list. The flight lesson today would concentrate on takeoffs; traffic pattern work; airspeed control; radio use and phraseology; landing preparations; normal approaches and landings; with concentration on attitude and airspeed control. The winds were right down the runway at between 15 to 20 knots; well within the crosswind component of the aircraft and student's progress.After doing an estimated 6 to 8 Takeoff and landings in the pattern; in which I only had to make a few oral reminders to do things; I told the student that I would remain quiet and observe his progress. He was making all decisions; and radio calls on his own; and although not perfect was getting the requirements done when he had to. The learned information was sinking in. On the approach to land; his speed; approach angle; and landing preparation were excellent. I had to remind him a couple of times to not raise the nose or slow the aircraft down until in the landing flare to the touch down area; and then only by raising the nose a couple of degrees. We were still stabilized at 100 feet on the approach and all was well. Our descent took us to approximately five feet over the runway; where he started to flare and I said; 'not yet'. For some unknown reason at approximately two feet above the ground he pulled back on the stick and caused the aircraft to nose up and rise to approximately 20 feet above the ground where it stalled; with the AOA screaming; as the nose fell as I had joined him on the controls to bring the aircraft to an almost wings level attitude. Impact with the ground was slightly right wing low and nose low. We slid to a short stop and I asked him if he was alright. He replied he was and the tower asked the same question to which I replied we were OK; but would need help with the aircraft as I could already see the prop was gone. I told him to vacate the aircraft as I quickly shut things off; closed the fuel valve; removed the ignition key and double checked that I had turned off all electrical switches.Upon exiting the aircraft I noticed; due to the fuel load; and the right wing being in a low position; that some fuel was coming out of the overflow vent at the end of the right wing. By the time airport personnel had arrived; I had determined the aircraft was safe to approach again and I examined the damage. The Right Main Gear was slightly bent resulting in the right wing low attitude. The nose gear oval strut was bent to the left but the fire wall and all areas from the bottom of the exhaust pipe up were untouched. No damage to the bottom of the cowl or aircraft was noted. The nose wheel assembly and tire looked undamaged. Of course all three blades of the composite propeller were busted off at the hub. The spinner was untouched. I retrieved the propeller pieces and put them inside the aircraft on the right side floor. I walked the runway looking for other FOD and found none. After men and equipment were sent to the scene; the airport authority; after talking to the FAA and fire department; both released the aircraft. Another person and I pushed down on the aircraft tail to raise the nose and gently set it on a movable flat bed; and the aircraft was moved to the hangar while rolling on its own main gear. Upon arrival we noted the right wing was still leaking fuel so we held a finger on the fuel vent to prevent further leaking; I pumped the fuel out of that wing until it stopped leaking. I removed my headset and after we had secured the aircraft; I filled out his log book as he called in to report the problems and need for repairs. In discussion with the student he told me that he thought he was on the ground and pulled the stick back to apply back pressure for aerodynamic breaking. He told me that he took full responsibility for the accident and that I had no time to react to the situation. We left the airport with the hangar locked and aircraft secured. He drove me back to the departure airport where my automobile was parked. I reported the event to the flight manager there; and when I arrived home; and after reviewing NTSB 830; I called the NTSB to report the event; which met the requirement.Opinion: After examining the damaged parts on the aircraft; I feel that all damaged parts can be removed simply with nuts and bolts and new parts installed to return the aircraft to airworthy condition once again. With the correct parts available; if it takes a A&P mechanic more than a day to fix the aircraft; I would be surprised. Nobody was hurt; and except for the aircraft; no other damage was noted.
Student pilot under instruction flared too high resulting in a stall. Aircraft struck the runway with enough force to cause damage; but no crew injuries resulted.