Small Aircraft
Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Distraction; Training / Qualification
Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
General None Reported / Taken
Human Factors; Weather
This was my first training flight in furtherance of a CFII rating. I received my CFI rating and have not flown as an instructor pilot since receiving my rating.My CFI-I instructor pilot for today's flight was someone I met over the phone. This morning was my first in person meeting with him. Prior to today's flight; I have [XX] hours of CFII ground instruction with a different instructor.Last evening; I prepared for the flight by organizing my instrument instructor materials and monitoring the weather. I used Foreflight to monitor the weather checking METAR; TAF and MOS for the morning. At the time; the weather was reporting morning calm winds; good visibility and winds increasing in intensity to over 20 knots by the afternoon. Our flight was scheduled for 2 hour flight time; so I believed we would be completed before the wind front moved through the area.This morning; I checked Foreflight weather again - METAR; TAF; MOS and winds aloft prior to leaving the house. The current and forecast weather was not significantly changed from the evening prior. I did note the winds aloft at 6;000 was over 20 knots and at 3;000 was in the teens. I do not recall the exact winds. During my drive to ZZZ; I listened to local area forecast on the radio which confirmed what I already knew regarding the weather and wind.Good night's sleep; no health issues; no alcohol consumption in probably 3 or 4 weeks. Hydrated and personally fueled. No home or work related stress. I am; however; driven by college course requirements to complete my overdue CFI-I training which - I had hoped - to do by the end of [month].On arrival at ZZZ; the winds were calm. We met at XA:00; briefed our flight training for the morning with the intent to review avionics. We also reviewed CFII flight standards and best practices for instructors. I would be flying from the Right Seat for the lesson.At approximately XA:45; we left for the hangar. I noted the winds had started to pick up. We conducted pre-flight inspection of the aircraft together and departed ZZZZ for the practice area without incident. ATIS reported winds 260@12knots peak gust to 17.Flight training was uneventful and as planned. I set up for the Approach to ZZZ; under view limiting device; and contacted Approach for the practice approach. ATIS report was unchanged from our departure; winds 260@12 peak gust to 17. I flew the approach and after passing the final approach fix at 2;000 feet; I added one notch of flaps and reduced power for the descent. At the time; I called out the approach speeds out-loud. Approximately 2 -3 miles from the threshold I added a second notch of flaps; I removed the view limiting device. I commented that I was keeping a bit more power in; at 1700 RPM; to compensate for the windy conditions and would not add additional flaps. I believed I was flying a stable approach and was on glidepath to land on the 1;000 feet runway markings. I reduced power upon crossing the threshold to about 1200 - 1300 RPM.Approximately 200 feet before the 1;000 foot marker I was beginning the landing flare when we encountered a wind gust that caused the plane to balloon. I recovered and started a landing attempt when a second gust put us on the ground and the aircraft porpoised twice. I continued moving down the runway and taxied to the hangar. As we were departing the runway; ATC reported a wind gust to 19 knots.During post - flight inspection; we noticed about a small bend on the prop tip.Chain of Events:- New instructor to me- Current but not proficient in the type aircraft since my last flight in almost a year.- Current; but had not flown in over a month; rusty.- Failed to give the surface winds the attention I should have. I was watching the weather; but was (a) eager to get back into the air; (b) I failed to recognize the hazard it created given my level of proficiency from lack of flying in the last 30 - 90 days; and; (c) failed to recognize that the cross wind component on landing was close my personal minimums given my flight recency.- At the FAF; I called out the landing airspeeds and recognized the wind conditions required compensation which I also said; out loud; about 2-3 miles from the threshold. I still felt comfortable with the approach and noted - out loud - the position of the windsock almost down the runway.- When at the flare near the touchdown point encountering the gust of wind - which in hindsight; was probably a wind shear - and aircraft ballooning; I failed to take immediate action. The chain of event culminating in the aircraft porpoising and the prop striking the runway.LESSONS LEARNED -- Given the weather forecast of increasing winds; I should have realized that my personal minimums would be near the limits at the time we would finishing the lesson. In fact; the winds performed exactly as forecast. At this point I should have postponed the lesson; but I was driven by a desire to get back in the plane from such a long period of time and start my CFII training.- Since I had not flown in this type aircraft in almost a year and; again; given the wind forecast; I should have postponed the training flight for another day.- During the approach; I took note of the increased winds and the need to compensate with pitch and power and flaps to mitigate against what eventually happened. My inexperience was overcompensated; however; by my belief that I was maneuvering the aircraft in a stable approach for landing and that 'I could do it.'- At the flare; when the wind ballooned the aircraft I failed to immediately initiate a 'go around' by adding full power and flying the aircraft. Instead; I forced the landing by trying to salvage it when a second gust put us on the ground and porpoising twice. I believe this was caused by me not reducing enough power coming over the threshold and landing with too much speed. Again at the first indication of a bounce; and giving the windy conditions; I should have immediately applied power and initiated a go-around.CORRECTIVE ACTIONS I SHOULD HAVE DONE:- Immediately; and without hesitation; initiated a go-around. That is the safest thing to do.- Postponed flight training due to the windy and gusty conditions; my limited flying during COVID-19 restrictions; and my lack of recent experience flying this type aircraft.- Discussed during pre-flight with the flight instructor my lack of recency in this type aircraft and the winds reaching my personal minimums around the time our lesson would conclude.Finally; I am glad no one was injured and the aircraft is repairable. This was a very hard lesson for me; but one that will resonate for the rest of my flying career and one that I can/will share with others.
Pilot reported wind gust caused the aircraft to porpoise twice during landing causing minor propeller damage. Pilot cited lack of flying as a contributing factor.