Narrative:

We entered a standard left downwind for runway 04 since the winds were reported out of the north at miami international airport. The approach check was completed in the downwind and flaps were set at 8 degrees. We had determined vref approach speed to be 130 KTS. After the gear was extended, the flaps were extended to 20 degrees when we were established on a left base for runway 04. After turning final, flaps were set to full (40 degrees) and the landing check verified their full-flap position and 3 green gear lights with anti-skid system, operative. We agreed to fly the final approach at vref on the PAPI. The clear zone just prior to the runway had a well-defined tree line with tops approximately 40 to 50 ft in height. When we were inside the clear zone and at vref, the thrust levers were smoothly and slowly reduced to set up a landing flare with little or no floating. When approximately 50 ft AGL, the airspeed dropped rapidly accompanied by an increased sink rate. In an instant, I shoved the thrust levers foreword to increase airspeed and recover form an obvious wind-shift below the tree line. The aircraft touched down with the usual force experienced during a short-field landing and, during the landing rollout, the aircraft veered slightly to the right. Directional control was maintained. We rolled to a stop on the runway with the feeling that we might have a blown tire on the right (the aircraft was leaning approximately 3 degrees to the right). The public safety personnel who serviced the airport saw the landing and radioed for us to inspect the aircraft before proceeding to the turn-off area. We complied and shut the engines down. The right outboard main tire was blown, right landing gear strut was compressed and damage to the skin directly above the main gear strut on the right wing. We secured the aircraft shutdown check and were greeted by the ocean reef airport manager. We were instructed by him to leave the aircraft were it was until he had determined it was safe to be moved. After inspecting the gear himself with the guidance of our company's airframe and pwrplant mechanic, (through a mobile telephone on the scene), he told us to reposition the aircraft to the turn-off spot at the north end of the runway so that he may re-open the runway for other aircraft. After a few phone calls, our company flew down a mr 'D' and our mechanic. Shortly thereafter, mr 'D' contacted the NTSB and notified him of all the details pertaining to the flight. Immediate notification was not necessary as outlined in NTSB 830.

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Original NASA ASRS Text

Title: LEAR 35, ACFT DAMAGED IN HARD LNDG AT NON TWR ARPT OP.

Narrative: WE ENTERED A STANDARD L DOWNWIND FOR RWY 04 SINCE THE WINDS WERE RPTED OUT OF THE N AT MIAMI INTL ARPT. THE APCH CHK WAS COMPLETED IN THE DOWNWIND AND FLAPS WERE SET AT 8 DEGS. WE HAD DETERMINED VREF APCH SPD TO BE 130 KTS. AFTER THE GEAR WAS EXTENDED, THE FLAPS WERE EXTENDED TO 20 DEGS WHEN WE WERE ESTABLISHED ON A L BASE FOR RWY 04. AFTER TURNING FINAL, FLAPS WERE SET TO FULL (40 DEGS) AND THE LNDG CHK VERIFIED THEIR FULL-FLAP POS AND 3 GREEN GEAR LIGHTS WITH ANTI-SKID SYS, OPERATIVE. WE AGREED TO FLY THE FINAL APCH AT VREF ON THE PAPI. THE CLR ZONE JUST PRIOR TO THE RWY HAD A WELL-DEFINED TREE LINE WITH TOPS APPROX 40 TO 50 FT IN HEIGHT. WHEN WE WERE INSIDE THE CLR ZONE AND AT VREF, THE THRUST LEVERS WERE SMOOTHLY AND SLOWLY REDUCED TO SET UP A LNDG FLARE WITH LITTLE OR NO FLOATING. WHEN APPROX 50 FT AGL, THE AIRSPD DROPPED RAPIDLY ACCOMPANIED BY AN INCREASED SINK RATE. IN AN INSTANT, I SHOVED THE THRUST LEVERS FOREWORD TO INCREASE AIRSPEED AND RECOVER FORM AN OBVIOUS WIND-SHIFT BELOW THE TREE LINE. THE ACFT TOUCHED DOWN WITH THE USUAL FORCE EXPERIENCED DURING A SHORT-FIELD LNDG AND, DURING THE LNDG ROLLOUT, THE ACFT VEERED SLIGHTLY TO THE R. DIRECTIONAL CTL WAS MAINTAINED. WE ROLLED TO A STOP ON THE RWY WITH THE FEELING THAT WE MIGHT HAVE A BLOWN TIRE ON THE R (THE ACFT WAS LEANING APPROX 3 DEGS TO THE R). THE PUBLIC SAFETY PERSONNEL WHO SERVICED THE ARPT SAW THE LNDG AND RADIOED FOR US TO INSPECT THE ACFT BEFORE PROCEEDING TO THE TURN-OFF AREA. WE COMPLIED AND SHUT THE ENGS DOWN. THE R OUTBOARD MAIN TIRE WAS BLOWN, R LNDG GEAR STRUT WAS COMPRESSED AND DAMAGE TO THE SKIN DIRECTLY ABOVE THE MAIN GEAR STRUT ON THE R WING. WE SECURED THE ACFT SHUTDOWN CHK AND WERE GREETED BY THE OCEAN REEF ARPT MGR. WE WERE INSTRUCTED BY HIM TO LEAVE THE ACFT WERE IT WAS UNTIL HE HAD DETERMINED IT WAS SAFE TO BE MOVED. AFTER INSPECTING THE GEAR HIMSELF WITH THE GUIDANCE OF OUR COMPANY'S AIRFRAME AND PWRPLANT MECH, (THROUGH A MOBILE TELEPHONE ON THE SCENE), HE TOLD US TO REPOSITION THE ACFT TO THE TURN-OFF SPOT AT THE N END OF THE RWY SO THAT HE MAY RE-OPEN THE RWY FOR OTHER ACFT. AFTER A FEW PHONE CALLS, OUR COMPANY FLEW DOWN A MR 'D' AND OUR MECH. SHORTLY THEREAFTER, MR 'D' CONTACTED THE NTSB AND NOTIFIED HIM OF ALL THE DETAILS PERTAINING TO THE FLT. IMMEDIATE NOTIFICATION WAS NOT NECESSARY AS OUTLINED IN NTSB 830.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.