Narrative:

The WX in the detroit area upon arrival was good VMC, except for the eastern suburbs where det is located. ATIS information indicated a visibility of 2 mi. I flew the ILS runway 15 approach to minimums and saw only the strobe lights embedded in the cloud. As I executed the missed approach and flew over the departure end of runway 15, I could see portions of the runway. I mentioned this to the tower and he said that the ceiling and visibility were changing rapidly, but that it looked like the clouds may have moved eastward away from the approach end of runway 15. After being vectored for another approach, I saw the runway end identifier lights and then the runway lights and completed the approach and landing. When I broke out over the runway in deteriorating visibility, I was misaligned with the runway centerline. Correcting to the left for touchdown and then back to the right after touchdown, I overcorrected somewhat and subsequent investigation by airport operations personnel showed that I had struck 1 runway edge light. This was per conversation with that airport operations division employee who interviewed me about 1 hour after I landed. This was in response to my telephone conversation with the tower operator informing him that my routine postflt inspection indicated some damage to 2 propeller blades on the right hand engine, as well as some scuffing damage to a fiberglass fairing on the right side of the fuselage opposite the propeller. There was also a perforation of that fairing. In retrospect, it is clear that I should have probably gone missed approach for a second time when I broke out slightly right of centerline, but I really thought that a small correction was all that was required. Obviously it turned out to be an overcorrection.

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Original NASA ASRS Text

Title: MU2B PLT HAS RWY EXCURSION DURING LNDG AND STRIKES RWY EDGE LIGHT AT DET.

Narrative: THE WX IN THE DETROIT AREA UPON ARR WAS GOOD VMC, EXCEPT FOR THE EASTERN SUBURBS WHERE DET IS LOCATED. ATIS INFO INDICATED A VISIBILITY OF 2 MI. I FLEW THE ILS RWY 15 APCH TO MINIMUMS AND SAW ONLY THE STROBE LIGHTS EMBEDDED IN THE CLOUD. AS I EXECUTED THE MISSED APCH AND FLEW OVER THE DEP END OF RWY 15, I COULD SEE PORTIONS OF THE RWY. I MENTIONED THIS TO THE TWR AND HE SAID THAT THE CEILING AND VISIBILITY WERE CHANGING RAPIDLY, BUT THAT IT LOOKED LIKE THE CLOUDS MAY HAVE MOVED EASTWARD AWAY FROM THE APCH END OF RWY 15. AFTER BEING VECTORED FOR ANOTHER APCH, I SAW THE RWY END IDENTIFIER LIGHTS AND THEN THE RWY LIGHTS AND COMPLETED THE APCH AND LNDG. WHEN I BROKE OUT OVER THE RWY IN DETERIORATING VISIBILITY, I WAS MISALIGNED WITH THE RWY CTRLINE. CORRECTING TO THE L FOR TOUCHDOWN AND THEN BACK TO THE R AFTER TOUCHDOWN, I OVERCORRECTED SOMEWHAT AND SUBSEQUENT INVESTIGATION BY ARPT OPS PERSONNEL SHOWED THAT I HAD STRUCK 1 RWY EDGE LIGHT. THIS WAS PER CONVERSATION WITH THAT ARPT OPS DIVISION EMPLOYEE WHO INTERVIEWED ME ABOUT 1 HR AFTER I LANDED. THIS WAS IN RESPONSE TO MY TELEPHONE CONVERSATION WITH THE TWR OPERATOR INFORMING HIM THAT MY ROUTINE POSTFLT INSPECTION INDICATED SOME DAMAGE TO 2 PROP BLADES ON THE R HAND ENG, AS WELL AS SOME SCUFFING DAMAGE TO A FIBERGLASS FAIRING ON THE R SIDE OF THE FUSELAGE OPPOSITE THE PROP. THERE WAS ALSO A PERFORATION OF THAT FAIRING. IN RETROSPECT, IT IS CLR THAT I SHOULD HAVE PROBABLY GONE MISSED APCH FOR A SECOND TIME WHEN I BROKE OUT SLIGHTLY R OF CTRLINE, BUT I REALLY THOUGHT THAT A SMALL CORRECTION WAS ALL THAT WAS REQUIRED. OBVIOUSLY IT TURNED OUT TO BE AN OVERCORRECTION.

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.