Student Pilot reported having difficulty controlling the aircraft's yaw during climb out and landing. The Student Pilot landed hard and the propeller contacted the runway.
Synopsis
Student Pilot reported having difficulty controlling the aircraft's yaw during climb out and landing. The Student Pilot landed hard and the propeller contacted the runway.
Narrative
I was the Pilot in Command. I was going to conduct a solo cross country from ZZZ1 to ZZZ2 to ZZZ3 and return to ZZZ1. I conducted my pre-flight check in accordance with the Pilot's Operating Handbook. I did not discover any issues. I then contacted ZZZ1 Ground Control and requested and was approved for my run-up. I proceeded to the north end of Alpha 1 to conduct my run-up. I conducted my run-up in accordance with the POH and again did not discover any issues. I had no difficulty in taxing from the FBO to the run-up area. I obtained clearance from ZZZ1 Ground Control to proceed to Runway XX and hold short. I again did not experience any difficulty in taxing from the run-up area to the holding area of Runway XX. I contacted the ZZZ1 Tower and advised them I was holding short of Runway XX. The Tower cleared me to proceed to Runway XX and take off to right traffic.I taxied onto Runway XX and proceed to take off and climb. The airplane immediately began to yaw to the left despite my using the right rudder pedal to compensate for the left turning tendency caused by the P-factor; but the airplane continued to yaw to the left. I reached an altitude of approximately 1;400 ft. and began a 30-degree right turn. The airplane continued to become unstable. I noticed the ball in the turn coordinator was all the way to the right. I applied more right rudder to correct but the airplane but it to the left and then right. The rudder pedals weren't responsive to my input to control the yawing. I was experiencing difficulty in maneuvering the airplane and staying in a straight and level flight at which time I felt it was in my best interest to return to ZZZ1. I contacted the Tower and advised them that I was experiencing rudder control and needed to immediately return. Tower asked if I could do return and land on Runway XY. I advised Tower that I didn't believe I could affect a turn and land on Runway XY and would attempt to land on Runway XX. I entered the right pattern for a landing on Runway XX and continued to have difficulty maintaining a straight and level flight. I paralleled Runway XX (Downwind). I decreased the RPM from 2350 to 1700 when I was aligned with the north end of Runway XY. I then attempted a 30 degree right turn onto base when I was 45 degrees with the numbers for Runway XX and began my decent. I was having difficulty effecting the turn and turn for the final for Runway XX.I overshot and approached Runway XX at 45-degrees. My airspeed was 85 KTS. I was aware this to 10 KTS over the approach and recommending landing speed. I considered a go-around but didn't believe I would be able to safely do so. I reduced the power to idle as I entered the runway; brought the nose up to reduce airspeed; landed hard on the rear wheels; bounced up and came down on the front wheel and began to porpoise. I again; did not believe I could effectively increase power and safely do a go-around once I began to porpoise. I taxied back to the FBO and reported the incident to the office personal and the mechanics. I was unaware until informed by the owner and operator of the FBO that I had a propeller strike.I have approximately 85 hours of dual instruction flight time and 4 hours solo and never experienced this type of airplane instability with my instructors or since I began soloing. This was my second time flying this aircraft. I familiarized myself with this aircraft previously and on this date prior to departing the FBO. This was flight was to be my second cross-country flight. My prior flights with my instructors and since soloing have been without incident.
Second reporter narrative
On student solo cross country; student pilot encountered difficultly maintaining directional control shortly after departure on the upwind traffic pattern leg. Student pilot elected to return for landing. Student pilot notified ZZZ Tower. Tower cleared student pilot to land on Runway XX. Student pilot had a final approach speed of 85 KTS or greater. The Pilot Operating Handbook dictates a final approach speed of 75 KTS. Student pilot encountered a proposed landing and subsequent propeller strike with the ground. Student pilot remained within the runway and no runway excursions were encountered. Student pilot cleared the runway; then taxied back to the flight school. Student pilot did not initially report or notice the propeller contact until damage was found at a later visual inspection. This report was made by the student pilot's flight instructor. It is unclear how the initial problem of maintaining directional control arose. Student pilot stated the inclinometer was swinging full deflection to the left and right. Instructor believes a contributing factor could be over controlling of the rudder. Another contributing factor leading to the propeller strike is excessive speed on final approach. Weather reports VFR conditions; clear skies; winds less than 10 KTS favoring the runway direction.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.