Narrative:

We were cleared to land runway 27L. ATC reported winds 230 at 22 KTS plus or minus 33 KTS all the way down final. I knew this was close to our limit; but not quite; and figured a 25 KT headwind; with a 21 KT crosswind component; if going by the 33 KT gust. I was very satisfied with the approach; as we maintained a fairly stable approach; and the touchdown was fairly decent. I was not concentrating on how hard or soft the landing was; as I only wanted to get it down without dipping the wing or losing the centerline. I told the first officer to hold off on speedbrakes until I call for them. We touched down. As we slowed; around 80 KTS; it felt as if we were 'tipping' to the right. There was nothing I could do to maintain the centerline; and it felt as though the rudder lost a bit of authority as we got slower. My thrust reverser's did not work; the speedbrakes did not deploy. The first officer kept saying 'centerline; centerline' and 'left rudder' as I had full deflection of spoilers into the direction of the wind. I finally regained control of the plane; but my left wing was up about 3 ft higher than the right wing; and the stall warning started beeping. I initially thought it was a flat tire; but there was no thumping as we rolled; and it still taxied without dragging; and of course the stall horn; lack of thrust reverser's; and no speedbrakes told me that the left weight switch had not closed. We tried to understand ATC as we taxied and the beep of the stall warning was inhibiting communication; so I turned off the non-essential services bus. The strut finally deflated as we turned and put the wind on the other side of the airplane. Although rattled and confused; we managed to taxi without causing any incursions; though we sounded like student pilots trying to keep up with what just happened and where we were going. We had 2 passengers on this flight; and when we finally shut down the engines; I went back and explained what happened; and they were very happy with the way we handled it; and appreciated that we took the time to tell them about it.going around was not feasible; as we lost more control as we slowed. Even scarier; had we ended up in the grass; it would have probably knocked the strut where it should have been and nobody would have ever known that it was a mechanical cause; and just written it off as 'pilot error' due to poor judgment. In crosswinds close to the limit; consider this as a potential problem; one that is equivalent or worse than a flat tire; as the lack of thrust reverser's and speedbrakes give you less control. Consider that the wind might blow the wing up enough to keep the weight off of the weight switch.

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Original NASA ASRS Text

Title: BE400 Captain reports difficulty maintaining control after landing in a strong crosswind.

Narrative: We were cleared to land Runway 27L. ATC reported winds 230 at 22 KTS plus or minus 33 KTS all the way down final. I knew this was close to our limit; but not quite; and figured a 25 KT headwind; with a 21 KT crosswind component; if going by the 33 KT gust. I was very satisfied with the approach; as we maintained a fairly stable approach; and the touchdown was fairly decent. I was NOT concentrating on how hard or soft the landing was; as I only wanted to get it down without dipping the wing or losing the centerline. I told the First Officer to hold off on speedbrakes until I call for them. We touched down. As we slowed; around 80 KTS; it felt as if we were 'tipping' to the right. There was nothing I could do to maintain the centerline; and it felt as though the rudder lost a bit of authority as we got slower. My thrust reverser's did not work; the speedbrakes did not deploy. The First Officer kept saying 'Centerline; centerline' and 'Left rudder' as I had full deflection of spoilers into the direction of the wind. I finally regained control of the plane; but my left wing was up about 3 FT higher than the right wing; and the stall warning started beeping. I initially thought it was a flat tire; but there was no thumping as we rolled; and it still taxied without dragging; and of course the stall horn; lack of thrust reverser's; and no speedbrakes told me that the left weight switch had not closed. We tried to understand ATC as we taxied and the beep of the stall warning was inhibiting communication; so I turned off the non-essential services bus. The strut finally deflated as we turned and put the wind on the other side of the airplane. Although rattled and confused; we managed to taxi without causing any incursions; though we sounded like student pilots trying to keep up with what just happened and where we were going. We had 2 passengers on this flight; and when we finally shut down the engines; I went back and explained what happened; and they were very happy with the way we handled it; and appreciated that we took the time to tell them about it.Going around was not feasible; as we lost more control as we slowed. Even scarier; had we ended up in the grass; it would have probably knocked the strut where it should have been and nobody would have ever known that it was a mechanical cause; and just written it off as 'pilot error' due to poor judgment. In crosswinds close to the limit; consider this as a potential problem; one that is equivalent or worse than a flat tire; as the lack of thrust reverser's and speedbrakes give you less control. Consider that the wind might blow the wing up enough to keep the weight off of the weight switch.

Data retrieved from NASA's ASRS site as of April 2012 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.