A C182 PVT PLT; DURING HIS BFR WITH A CFI; WAS MAKING A SHORT-FIELD LNDG AT BVS WHEN THE CFI SUDDENLY INTERVENED AND CAUSED THE PLANE TO STALL AND MAKE A HARD LNDG.

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PRIOR TO TAKING THE PRACTICAL PART OF MY BFR (BIENNIAL FLT REVIEW); WE DISCUSSED WHAT WE WOULD DO. THIS INCLUDED A SHORT-FIELD LNDG AT THE END OF THE PRACTICAL TEST. TECHNIQUE; THE AMOUNT OF FLAPS; PWR TO BE USED; WERE ALL DISCUSSED. THE BFR PRIOR TO THE LNDG WAS UNEVENTFUL. THE APCH OVER THE THRESHOLD OF RWY 10 AT BVS WAS MADE AT 40 DEG FLAPS; 63 MPH AT AN ALT OF ABOUT 60 FT AGL; EXACTLY AS WE HAD DISCUSSED. AS THE CFI AND I HAD DISCUSSED; PWR WAS REDUCED AND THE NOSE WAS POINTED DOWN TO MAINTAIN THE AIRSPD. THIS RESULTS IN FAIRLY STEEP ANGLE WHICH IS WHAT I BELIEVE MADE THE CFI UNCOMFORTABLE. AS I HAVE FLOWN THIS PLANE FOR OVER 1000 HRS AND HAVE DONE SHORT-FIELD LNDGS IN THIS MANNER MANY TIMES; THE APCH WAS PROGRESSING NORMALLY AS FAR AS I WAS CONCERNED. THE CFI REACTED BY GRABBING THE YOKE AND PULLED BACK COMMENCING THE FLARE TOO SOON. HIS GRABBING THE YOKE SURPRISED AND DISTR ME. I THOUGHT HE HAD CTL OF THE AIRPLANE. NO PWR WAS ADDED WHICH WAS NEEDED WHEN FLARING SO HIGH. AS COULD BE EXPECTED; THE PLANE STALLED AND DROPPED IN A HARD LNDG. IT IS DIFFICULT TO SAY EXACTLY HOW MANY FEET THE PLANE DROPPED. IT WAS; HOWEVER; THE HARDEST LNDG I HAVE EXPERIENCED AND AFTER BOUNCING TWICE I GAINED CTL OF THE AIRPLANE. I THEN REQUESTED THE CFI TO CHK TO SEE IF THE ELT HAD BEEN SET OFF; IT HAD NOT. THE PLANE SEEMED TO TAXI NORMALLY AND WITHOUT ANY NOSEWHEEL SHIMMY OR APPARENT ILL EFFECTS. THERE WERE NO INJURIES.