GA PLT ON A PROFICIENCY CHK WITH THE FAA IN AN SMA STALLED ON LNDG AND SCRAPED THE R WING TIP CAUSING MINOR DAMAGE.

Narrative

I WAS COMPLETING THE LAST LNDG OF A CFI CHK RIDE. THE LNDG WAS A DEMONSTRATION OF A SHORT FIELD LNDG. ON FINAL THE APCH SPD WAS GETTING LOW SO I ADDED PWR TO MAINTAIN AIRSPD. A HIGH DSCNT RATE STILL ENSUED AND THE ACFT WAS HELD IN A CROSS-CTLED CONFIGN DUE TO THE L XWIND. DUE TO THE HIGH DSCNT RATE I STARTED A HIGH ROLLOUT TO FLARE. WHEN I REDUCED PWR TO IDLE THE CRITICAL ANGLE OF ATTACK WAS REACHED AND THE ACFT STALLED IN A CROSS-CTLED LNDG CONFIGN AT APPROX 10 FT AGL. THIS STALL RESULTED IN A LNDG IN WHICH THE R WING TIP SCRAPED THE RWY. THE DAMAGE TO THE ACFT WAS ONLY MINIMAL SCRAPES OF FIBERGLASS THAT WAS REPAIRED WITH ONLY A FRESH COAT OF PAINT. DIRECTIONAL CTL WAS MAINTAINED BY THE APPLICATION OF L RUDDER AND THE ROLLOUT WAS UNEVENTFUL. THE LNDG WAS NOT EXTREMELY HARD SO WE CONTINUED THE FLT IN WHICH THE EXAMINER MADE 1 MORE UNEVENTFUL LNDG. IT WAS DURING THE POST-FLT INSPECTION THAT THE DAMAGE TO THE WING TIP WAS FOUND. THERE ARE MANY FACTORS THAT PLAYED A ROLE IN THIS EVENT. FIRST WAS THE NERVOUSNESS THAT IS THE RESULT OF A CHK RIDE ESPECIALLY ONE WITH THE FAA. ANOTHER FACTOR WAS THE FEELING THAT I HAD TO LAND BECAUSE IT WAS A CHK RIDE. ANOTHER FACTOR IS THAT THE FAA INSPECTOR CONDUCTING THE EXAMINATION HAD 0 TIME IN THIS ACFT. THE PROBLEM COULD HAVE BEEN SOLVED WITH A GAR; BUT THE FEELING OF HAVING TO LAND NO MATTER WHAT WAS OVERWHELMING BECAUSE IT WAS A CHK RIDE. THE SAFETY CONSIDERATIONS OF THIS IS THAT SITUATIONS YOU KNOW ARE NOT RIGHT SHOULD BE ACTED UPON ACCORDINGLY; IN THIS CASE A GAR. SITUATIONS SHOULD NOT BE SACRIFICED SO AS TO GET YOU INTO A MORE DANGEROUS SITUATION!