20171101018129I

On November 1, 2017 at 1840 local time N610JL a citation mustang (CE-510) was landing on runway 21 at the Sawyer County Airport (khyr) Hayward, WI. The flight was repositioning from st. paul, MN (kstp) operating under 14 CFR 91, the pilot was the only occupant on board the aircraft. During the landing the right main wheel touchdown off the right side of the runway the pilot corrected for the mistake and brought the aircraft to the centerline of the runway, not before striking a runway light with the right wing.

The weather at the time of the incident was report as the following: METAR speci khyr 012326Z auto 13010KT 1SM ?sn br FEW007 OVC013 00/M02 A2971 rmk AO2 T00001022 another report was issued just after the incident meatr khyr 012353Z auto VRB06KT 1 1/4SM ?sn br SCT009 OVE012 00/M02 A2971 rmk AO2 SLP079 P001 60002 T00001017 1006 21006 56005.

The pilot states ? I was acting as PIC of N610JL on a flight from kstp to khyr on November 1, 2017. My duty day started at 10:30 zulu that morning with four scheduled legs. The proposed duty day was 13 hours long. The proposed takeoff time for this flight 00:22Z on November 2 but I was early and decided to depart before the planned time. Prior to the flight, I obtained updated weather data from foreflight, and spoke with our chief pilot who had just landed in khyr in a Cessna CJ4 and he indicated that the runway had some patchy snow but the braking action was reported as good. The current winds were 130 degrees at 7 gusting to 16, 2 sm visibility with light snow and mist, 2,200 ft overcast. Forecasted conditions were similar winds, 1 ½ sm vis and 1100 overcast. I filed rice lake airport as an alternate but brought 2300 pounds of fuel in case I needed to come all the way back to kstp.

I departed kstp at 2306Z on November 1, 2017 on an IFR flight plan to khyr. The route was direct with a cruising altitude of 11,000 ft. I obtained the latest weather report from AWOS on my descent and it showed 1,100 ft overcast, 2 ½ sm vis with light snow. The winds were around 140 at 8KTS gusting to 15. I was cleared the RNAV 21 approach and instructed to switch to advisory. After switching to CTAF frequency, I spoke with our technician on the frequency who had just inspected the runway and he indicated that the snow was beginning to accumulate but it was just a thin layer so FAR.

Throughout the descent and initial phase of the approach I was in constant icing conditions. I had the engine anti-ice on, wing/stab de-ice on, windshield and pitot heat on. As per the aircraft pilot operating handbook I flew the approach with approach flap settings and stall warning ? High mode. This increased my vref speed from 89 KTS to 105 KTS.

I broke out of the overcast layer around 2,300 feet MSL and immediately picked up the approach lights and runway terminating bars. I continued the approach, crossed the numbers at around vref +5 KTS and began my flare. Because of the extra speed, light gross weight of the aircraft, and approach flap setting, the aircraft floated down the runway more than normal. The aircraft nose pitch angle was higher than normal due to the flap setting which made it very difficult to perceive the degree to which the wind was drifting me right of centerline during the extended flare. When I touched down and lowered the nose I realized I was significantly right of centerline and began to correct. I was able to steer the aircraft back to center. While braking action was poor and I had difficulty maintaining traction during the braking, I was able to get the aircraft stopped before the end of the runway.

I taxied the aircraft to the hangar and did not notice or feel any impact throughout the landing. However, we drove out to the runway to see my tracks in the snow where I touched down and noticed I had impacted one of the runway edge lights. When we arrived back at the hangar we noticed the damage to the right wing.?