Narrative:

On mar/mon/04, I was captain on an HS125. We were scheduled to depart yampa valley airport in hayden, co, at approximately XB00, destined for frank wiley airport in miles city, mt. Prior to our departure, we tested our anti-ice system and requested and received a thorough deicing from FBO. We departed hdn at approximately XA00. All system were normal in the flight. Upon reaching the miles city area, we were cleared for the VOR runway 4 approach at MLS. We began executing our descent into the miles city area, and prior to entering the overcast covering the area, I turned on the engine ignition, the engine anti-ice, and the anti-ice system. The approach checklist was called for and executed. All system were normal. On the descent, we both observed a small accumulation of ice on the windshield wipers. First officer observed what appeared to be a very fine strip of ice accumulating on the right wing. In his estimation, the icing did not appear to be significant, since it was a very thin band. Upon our final descent into MLS, the landing checklist was completed, and all system and flight controls seemed to be operating normally. I kept the airspeed at vref +25 KTS, due to the possibility of icing. After crossing the runway 4 threshold, I began easing the aircraft into a slight nose up attitude. At approximately 10 ft off of the ground, as the first officer was calling out the airspds for me, I noticed the right wing moved abruptly down. No impact was felt, and the aircraft apparently never left the runway surface. I immediately responded with the correct left aileron response, and got the aircraft back on the centerline of the runway. Upon moving the ailerons to the left, the aircraft's left main landing gear touched down on the runway. The touchdown was firm, but not with an overly excessive force. The aircraft was decelerated normally and we taxied the aircraft to the ramp. Upon conducting our postflt inspection, it was discovered that a band of ice, approximately 1/2 inch wide, protruded from the leading edge of the right wing. This band of ice protruded approximately 1 1/2 - 2 inches out, from the front of the airfoil. The band of ice was joined to a layer of ice, approximately 1/8 inch thick, that continued underneath the airfoil. No icing was observed on the top of the airfoil. It was obvious to us then that from the copilot's seat, since the view was 2 dimensional, the thin band of ice would not have appeared to be a significant amount of icing. It was also observed on the postflt inspection that the left main landing gear, outboard tire was flat and had a flat spot on it, that was worn through. After careful inspection, it was observed that a strip of metal that protruded perpendicular downward from the right wingtip was bent and had been scraped. No other damage to the aircraft was noticed at that time. A mechanic was flown in with a replacement tire and rim, and the left main, outboard tire was replaced. Upon replacement of the tire, the mechanic observed that the maxarat pin was severed, inside of the left main outboard wheel hub. A telephone call was placed to technical support and it was determined that our flight could continue with the maxarat inoperative, as long as we only landed on dry non slippery runways, with adequate landing distance. The anti-ice system was ground tested and it was determined that no amount of fluid was coming out of the leading edge of the right wing. The left wing and tail were operating normally. After determining that we would not be flying into any known icing conditions, we then proceeded back to yampa valley airport. The flight was uneventful, and all system appeared to be functioning normally. Our trip continued on the next day (mar/tue/04) back to youngstown, oh, and back to venice, fl. All flts were VFR. All system operated normally and all legs were uneventful.

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Original NASA ASRS Text

Title: H25 CREW HAD ICE ON THE R WING AND A BLOWN TIRE AFTER LNDG.

Narrative: ON MAR/MON/04, I WAS CAPT ON AN HS125. WE WERE SCHEDULED TO DEPART YAMPA VALLEY ARPT IN HAYDEN, CO, AT APPROX XB00, DESTINED FOR FRANK WILEY ARPT IN MILES CITY, MT. PRIOR TO OUR DEP, WE TESTED OUR ANTI-ICE SYS AND REQUESTED AND RECEIVED A THOROUGH DEICING FROM FBO. WE DEPARTED HDN AT APPROX XA00. ALL SYS WERE NORMAL IN THE FLT. UPON REACHING THE MILES CITY AREA, WE WERE CLRED FOR THE VOR RWY 4 APCH AT MLS. WE BEGAN EXECUTING OUR DSCNT INTO THE MILES CITY AREA, AND PRIOR TO ENTERING THE OVCST COVERING THE AREA, I TURNED ON THE ENG IGNITION, THE ENG ANTI-ICE, AND THE ANTI-ICE SYS. THE APCH CHKLIST WAS CALLED FOR AND EXECUTED. ALL SYS WERE NORMAL. ON THE DSCNT, WE BOTH OBSERVED A SMALL ACCUMULATION OF ICE ON THE WINDSHIELD WIPERS. FO OBSERVED WHAT APPEARED TO BE A VERY FINE STRIP OF ICE ACCUMULATING ON THE R WING. IN HIS ESTIMATION, THE ICING DID NOT APPEAR TO BE SIGNIFICANT, SINCE IT WAS A VERY THIN BAND. UPON OUR FINAL DSCNT INTO MLS, THE LNDG CHKLIST WAS COMPLETED, AND ALL SYS AND FLT CTLS SEEMED TO BE OPERATING NORMALLY. I KEPT THE AIRSPD AT VREF +25 KTS, DUE TO THE POSSIBILITY OF ICING. AFTER XING THE RWY 4 THRESHOLD, I BEGAN EASING THE ACFT INTO A SLIGHT NOSE UP ATTITUDE. AT APPROX 10 FT OFF OF THE GND, AS THE FO WAS CALLING OUT THE AIRSPDS FOR ME, I NOTICED THE R WING MOVED ABRUPTLY DOWN. NO IMPACT WAS FELT, AND THE ACFT APPARENTLY NEVER LEFT THE RWY SURFACE. I IMMEDIATELY RESPONDED WITH THE CORRECT L AILERON RESPONSE, AND GOT THE ACFT BACK ON THE CTRLINE OF THE RWY. UPON MOVING THE AILERONS TO THE L, THE ACFT'S L MAIN LNDG GEAR TOUCHED DOWN ON THE RWY. THE TOUCHDOWN WAS FIRM, BUT NOT WITH AN OVERLY EXCESSIVE FORCE. THE ACFT WAS DECELERATED NORMALLY AND WE TAXIED THE ACFT TO THE RAMP. UPON CONDUCTING OUR POSTFLT INSPECTION, IT WAS DISCOVERED THAT A BAND OF ICE, APPROX 1/2 INCH WIDE, PROTRUDED FROM THE LEADING EDGE OF THE R WING. THIS BAND OF ICE PROTRUDED APPROX 1 1/2 - 2 INCHES OUT, FROM THE FRONT OF THE AIRFOIL. THE BAND OF ICE WAS JOINED TO A LAYER OF ICE, APPROX 1/8 INCH THICK, THAT CONTINUED UNDERNEATH THE AIRFOIL. NO ICING WAS OBSERVED ON THE TOP OF THE AIRFOIL. IT WAS OBVIOUS TO US THEN THAT FROM THE COPLT'S SEAT, SINCE THE VIEW WAS 2 DIMENSIONAL, THE THIN BAND OF ICE WOULD NOT HAVE APPEARED TO BE A SIGNIFICANT AMOUNT OF ICING. IT WAS ALSO OBSERVED ON THE POSTFLT INSPECTION THAT THE L MAIN LNDG GEAR, OUTBOARD TIRE WAS FLAT AND HAD A FLAT SPOT ON IT, THAT WAS WORN THROUGH. AFTER CAREFUL INSPECTION, IT WAS OBSERVED THAT A STRIP OF METAL THAT PROTRUDED PERPENDICULAR DOWNWARD FROM THE R WINGTIP WAS BENT AND HAD BEEN SCRAPED. NO OTHER DAMAGE TO THE ACFT WAS NOTICED AT THAT TIME. A MECH WAS FLOWN IN WITH A REPLACEMENT TIRE AND RIM, AND THE L MAIN, OUTBOARD TIRE WAS REPLACED. UPON REPLACEMENT OF THE TIRE, THE MECH OBSERVED THAT THE MAXARAT PIN WAS SEVERED, INSIDE OF THE L MAIN OUTBOARD WHEEL HUB. A TELEPHONE CALL WAS PLACED TO TECHNICAL SUPPORT AND IT WAS DETERMINED THAT OUR FLT COULD CONTINUE WITH THE MAXARAT INOP, AS LONG AS WE ONLY LANDED ON DRY NON SLIPPERY RWYS, WITH ADEQUATE LNDG DISTANCE. THE ANTI-ICE SYS WAS GND TESTED AND IT WAS DETERMINED THAT NO AMOUNT OF FLUID WAS COMING OUT OF THE LEADING EDGE OF THE R WING. THE L WING AND TAIL WERE OPERATING NORMALLY. AFTER DETERMINING THAT WE WOULD NOT BE FLYING INTO ANY KNOWN ICING CONDITIONS, WE THEN PROCEEDED BACK TO YAMPA VALLEY ARPT. THE FLT WAS UNEVENTFUL, AND ALL SYS APPEARED TO BE FUNCTIONING NORMALLY. OUR TRIP CONTINUED ON THE NEXT DAY (MAR/TUE/04) BACK TO YOUNGSTOWN, OH, AND BACK TO VENICE, FL. ALL FLTS WERE VFR. ALL SYS OPERATED NORMALLY AND ALL LEGS WERE UNEVENTFUL.

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.