NDB APCH OFF CENTERLINE ATTEMPTING TO LINE UP; OVERCTLED RESULTING IN WING TIP GND STRIKE.

Narrative

WE SHOT A NORMAL HOTEL APCH TO RWY 2 AT SGAS. WE WERE TO THE L OF CENTERLINE ON RWY CONTACT. WE MADE A R CORRECTION TO LINE UP WITH THE CENTERLINE FOLLOWED BY A L TURN. WHEN IT BECAME APPARENT WE WERE GOING TO OVERSHOOT THE CENTERLINE OF THE RWY; WE WENT TO MAX PWR TO ABORT THE LNDG. UPON ENG SPOOL UP; THE #2 ENG LAGGED. IT TOOK FULL CTL MOVEMENT TO ARREST THE ROLL TO THE L CAUSED BY THE ASYMMETRICAL PWR. WE CONTINUED WITH THE MISSED APCH AND WERE NOT AWARE OF GND CONTACT DURING THE GAR MANEUVER UNTIL AFTER LNDG. SUPPLEMENTAL INFO FROM ACN 187834: DAMAGE OCCURRED TO THE L WING TIP AND ENG DRAIN MAST ON #2 ENG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: WIND CONDITIONS RPTED RWY 2; 5 DEG 5 KTS. NDB APCH WAS STABILIZED AND WHEN RWY CONTACT WAS MADE IT APPEARED LNDG WOULD BE IN THE FIRST 3000 FT OF THE 11000 LONG RWY. THE FO; PF; OVERCTLED AND OVERSHOT THE CORRECTION TO THE CENTERLINE AND IN CORRECTING TO THE L FAILED TO USE RUDDER RESULTING IN THE L WINGTIP BRUSHING THE GND AND MINOR DAMAGE TO THE DRAIN MAST OF THE #2 ENG. THE ENG WAS OPERATED ON THE 8 HR FERRY FLT TO MIA. VISIBILITY WAS 1 1/2 MI AND THE RWY WAS IN SIGHT AT MDA. ACFT WT ON APCH WAS 235000 AND THE APCH SPD ABOUT 135 IAS. HAD PLENTY OF FUEL TO GO TO THE ALTERNATE; 25000 POUNDS. ENGINEER LATER ADVISED THE #2 ENG WAS SLOW TO SPOOL UP. FO FEELS STRONGLY IN A SIMILAR SITUATION HE WOULD USE THE ILS WITH THE 5 KT TAILWIND. CAPT WAS TERMINATED BY COMPANY.