Narrative:

I was flying a piper cherokee six (PA32-260) inbound to microphone from T08. I had obtained a WX briefing, filed and activated a flight plan, and had requested and received VFR flight following with ZMP ARTCC. As I neared microphone, I obtained microphone ATIS information. ATIS indicated the winds were 220 degrees at 15 KTS gusting to 19 KTS. Approximately 7 mi ene of microphone, msp approach directed me to contact microphone tower. I contacted microphone tower, and despite the fact that the runway 24R was operational, I was advised to enter a left base for runway 14L. It is my understanding that microphone was using runways 14L and 14R to accommodate traffic due to an airport event. In response to microphone tower, I requested a downwind entry to runway 14L in an effort to assure a safe, stabilized approach. Microphone tower approved my request and advised that I report midfield downwind. On reporting midfield downwind, tower advised that I was cleared to land on runway 14L. As I turned to base, tower advised that I was #2 behind a cessna. In response, I reported that I would extend my downwind, and began turning from base back to downwind. Tower replied that other aircraft was on runway 14R, and that I was cleared to land on runway 14L. I confirmed with tower that I was cleared to land on runway 14L, and proceeded to base leg and final leg of my approach. I had to make several corrections to my airspeed and altitude as a result of the confusion with tower, but was able to achieve a stabilized approach at the appropriate airspeed and altitude on final. On short final, I went from a crab angle to a sideslip to correct for the crosswind and began to reduce power. Immediately before touchdown, the aircraft was blown to the left of the runway centerline. I determined that a go around was not feasible, and continued with the landing. Despite my control inputs, the aircraft touched down at a left angle to the runway centerline. I determined that the safest course was to brake straight ahead. As a result, the aircraft departed the runway surface to the left side. I was able to return the aircraft to the runway and, on receiving clearance, taxi to my hangar. On shutdown, I observed damage to the left flap which led me to believe that I had struck a runway light. I immediately telephoned microphone tower, and advised tower that I believed I had struck a runway light.

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Original NASA ASRS Text

Title: A SINGLE PLT WAS UNABLE TO MAINTAIN APPROPRIATE XWIND CORRECTIONS DURING HIS LNDG ON MIC'S RWY 14L, CAUSING HIM TO DEPART THE RWY AND HIT A RWY EDGE LIGHT.

Narrative: I WAS FLYING A PIPER CHEROKEE SIX (PA32-260) INBOUND TO MIC FROM T08. I HAD OBTAINED A WX BRIEFING, FILED AND ACTIVATED A FLT PLAN, AND HAD REQUESTED AND RECEIVED VFR FLT FOLLOWING WITH ZMP ARTCC. AS I NEARED MIC, I OBTAINED MIC ATIS INFO. ATIS INDICATED THE WINDS WERE 220 DEGS AT 15 KTS GUSTING TO 19 KTS. APPROX 7 MI ENE OF MIC, MSP APCH DIRECTED ME TO CONTACT MIC TWR. I CONTACTED MIC TWR, AND DESPITE THE FACT THAT THE RWY 24R WAS OPERATIONAL, I WAS ADVISED TO ENTER A L BASE FOR RWY 14L. IT IS MY UNDERSTANDING THAT MIC WAS USING RWYS 14L AND 14R TO ACCOMMODATE TFC DUE TO AN ARPT EVENT. IN RESPONSE TO MIC TWR, I REQUESTED A DOWNWIND ENTRY TO RWY 14L IN AN EFFORT TO ASSURE A SAFE, STABILIZED APCH. MIC TWR APPROVED MY REQUEST AND ADVISED THAT I RPT MIDFIELD DOWNWIND. ON RPTING MIDFIELD DOWNWIND, TWR ADVISED THAT I WAS CLRED TO LAND ON RWY 14L. AS I TURNED TO BASE, TWR ADVISED THAT I WAS #2 BEHIND A CESSNA. IN RESPONSE, I RPTED THAT I WOULD EXTEND MY DOWNWIND, AND BEGAN TURNING FROM BASE BACK TO DOWNWIND. TWR REPLIED THAT OTHER ACFT WAS ON RWY 14R, AND THAT I WAS CLRED TO LAND ON RWY 14L. I CONFIRMED WITH TWR THAT I WAS CLRED TO LAND ON RWY 14L, AND PROCEEDED TO BASE LEG AND FINAL LEG OF MY APCH. I HAD TO MAKE SEVERAL CORRECTIONS TO MY AIRSPD AND ALT AS A RESULT OF THE CONFUSION WITH TWR, BUT WAS ABLE TO ACHIEVE A STABILIZED APCH AT THE APPROPRIATE AIRSPD AND ALT ON FINAL. ON SHORT FINAL, I WENT FROM A CRAB ANGLE TO A SIDESLIP TO CORRECT FOR THE XWIND AND BEGAN TO REDUCE PWR. IMMEDIATELY BEFORE TOUCHDOWN, THE ACFT WAS BLOWN TO THE L OF THE RWY CTRLINE. I DETERMINED THAT A GAR WAS NOT FEASIBLE, AND CONTINUED WITH THE LNDG. DESPITE MY CTL INPUTS, THE ACFT TOUCHED DOWN AT A L ANGLE TO THE RWY CTRLINE. I DETERMINED THAT THE SAFEST COURSE WAS TO BRAKE STRAIGHT AHEAD. AS A RESULT, THE ACFT DEPARTED THE RWY SURFACE TO THE L SIDE. I WAS ABLE TO RETURN THE ACFT TO THE RWY AND, ON RECEIVING CLRNC, TAXI TO MY HANGAR. ON SHUTDOWN, I OBSERVED DAMAGE TO THE L FLAP WHICH LED ME TO BELIEVE THAT I HAD STRUCK A RWY LIGHT. I IMMEDIATELY TELEPHONED MIC TWR, AND ADVISED TWR THAT I BELIEVED I HAD STRUCK A RWY LIGHT.

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.