Narrative:

We departed early am for the flight to cid. The flight progressed normally with me acting as the non pilot flying (npf)sic. 20 minutes away from the airport I began checking the weather at cid and performing the descent; approach; and pre-landing checklists. The first time I checked the weather it was reporting 1 sm and 200 broken so I listened to the weather 2 more times before the approach. The last time that I checked the weather we were on downwind leg being vectored for the approach and cedar rapids was reporting 1/2 mile visibility and 200 broken on the automated report. Chicago center vectored us for the ILS runway 9 approach. We executed the approach as normal and configured the airplane prior to the final approach fix for runway 9. The normal callouts of 1000 to da (decision altitude); 500 to da; 200 to da; and 100 to da were made by me as the npf. Just after the 100 to da callout was made I had the approach light system (ALS) in sight then the runway in sight. I identified the runway in sight to the pilot flying (PF) pilot in command (PIC) at which time he identified it and continued visually. I felt that the PIC had disconnected the autopilot and yaw dampener because the aircraft began a normal flare to landing maneuver. My attention was directed outside the aircraft at the landing runway and there was no aural identification that the autopilot disconnected. During the flare the aircraft made an abrupt right turn which the PF reacted to and returned the aircraft to centerline. The landing was normal other than the abrupt turn to the right. After touchdown the PIC made a comment that the yaw dampener was still connected. We proceeded off the runway where normal after landing checklists were completed and taxied to the ramp without incident. I believe that the autopilot was still connected and the PF was fighting it when the aircraft made the abrupt turn.once at the ramp the aircraft was shut down and I opened the cabin door when the ground personnel notified us that there was a hole in the left hand flap trailing edge. The hole was just aft of the landing gear and there was no other damage noticed.corrective actions:1) some type of visual indication to the right seat pilot to identify when the autopilot is disconnected within his field of vision.2) an aural alert to the crew when autopilot is disconnected.3) adherence to company procedures when and how the autopilot should be turned off.

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Original NASA ASRS Text

Title: C550 flight crew describes an ILS approach to minimums; then landing apparently with the autopilot/yaw damper engaged. During the flare an abrupt right turn occurs which the pilot flying corrects back to the center line. Post flight reveals a hole in the left flap behind the landing gear.

Narrative: We departed early AM for the flight to CID. The flight progressed normally with me acting as the non pilot flying (NPF)SIC. 20 minutes away from the airport I began checking the weather at CID and performing the Descent; Approach; and pre-landing checklists. The first time I checked the weather it was reporting 1 sm and 200 BKN so I listened to the weather 2 more times before the approach. The last time that I checked the weather we were on downwind leg being vectored for the approach and Cedar Rapids was reporting 1/2 mile visibility and 200 Broken on the automated report. Chicago center vectored us for the ILS runway 9 approach. We executed the approach as normal and configured the airplane prior to the final approach fix for runway 9. The normal callouts of 1000 to DA (Decision Altitude); 500 to DA; 200 to DA; and 100 to DA were made by me as the NPF. Just after the 100 to DA callout was made I had the Approach Light System (ALS) in sight then the runway in sight. I identified the runway in sight to the pilot flying (PF) Pilot in Command (PIC) at which time he identified it and continued visually. I felt that the PIC had disconnected the autopilot and yaw dampener because the aircraft began a normal flare to landing maneuver. My attention was directed outside the aircraft at the landing runway and there was no aural identification that the autopilot disconnected. During the flare the aircraft made an abrupt right turn which the PF reacted to and returned the aircraft to centerline. The landing was normal other than the abrupt turn to the right. After touchdown the PIC made a comment that the Yaw dampener was still connected. We proceeded off the runway where normal after landing checklists were completed and taxied to the ramp without incident. I believe that the autopilot was still connected and the PF was fighting it when the aircraft made the abrupt turn.Once at the ramp the aircraft was shut down and I opened the cabin door when the ground personnel notified us that there was a hole in the left hand flap trailing edge. The hole was just aft of the landing gear and there was no other damage noticed.Corrective actions:1) Some type of visual indication to the right seat pilot to identify when the autopilot is disconnected within his field of vision.2) An aural alert to the crew when autopilot is disconnected.3) Adherence to company procedures when and how the autopilot should be turned off.

Data retrieved from NASA's ASRS site 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.