Narrative:

On short final approach to runway 9 at ldj. I noticed a number of geese on and near the displaced threshold area at the approach end of runway 9 and decided to land long to avoid them. When the remaining runway looked clear; I entered the landing flare. Apparently; an additional goose attempted to cross the runway right to left during the flare and it was struck by my right main landing gear during touchdown. I never saw it due to the position of the wing and the nose high attitude. Contributing factors were: 1) poor lighting due to overcast sky and haze making it more difficult to see dark objects (geese) on the blacktop runway. 2) my decision not to go around (see below). 3) the design of the only instrument approach at ldj -- GPS-a. The map for the GPS-a approach is bautz is 2.1 NM from the threshold of runway 9 and requires an immediate 59 degree right turn. This means that it is virtually impossible to visually verify that there are no hazards on the runway before passing the map. When a hazard does arise; as it did with me; the missed approach is no longer an option and with the low ceiling; a VFR go around is also not an option. The GPS-a approach at ldj replaced existing VOR and VOR-DME approachs. When the new GPS-a was commissioned; pilots at ldj complained about its inadequacies and were told that it was only temporary and would be replaced by a straight-in approach. That was several yrs ago; but nothing has happened. An additional distraction that may have contributed was an altimeter needle that stuck during the approach vectors and caused a momentary altitude deviation about 50 ft below the assigned altitude of 3000 ft. I also may have forgotten to close the IFR flight plan due to the confusion and distrs created by the bird strike. I have decided not to fly this approach again in the future in less than good VFR conditions.

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Original NASA ASRS Text

Title: M-20 HAS BIRD STRIKE DURING LNDG AT LDJ.

Narrative: ON SHORT FINAL APCH TO RWY 9 AT LDJ. I NOTICED A NUMBER OF GEESE ON AND NEAR THE DISPLACED THRESHOLD AREA AT THE APCH END OF RWY 9 AND DECIDED TO LAND LONG TO AVOID THEM. WHEN THE REMAINING RWY LOOKED CLR; I ENTERED THE LNDG FLARE. APPARENTLY; AN ADDITIONAL GOOSE ATTEMPTED TO CROSS THE RWY R TO L DURING THE FLARE AND IT WAS STRUCK BY MY R MAIN LNDG GEAR DURING TOUCHDOWN. I NEVER SAW IT DUE TO THE POS OF THE WING AND THE NOSE HIGH ATTITUDE. CONTRIBUTING FACTORS WERE: 1) POOR LIGHTING DUE TO OVCST SKY AND HAZE MAKING IT MORE DIFFICULT TO SEE DARK OBJECTS (GEESE) ON THE BLACKTOP RWY. 2) MY DECISION NOT TO GO AROUND (SEE BELOW). 3) THE DESIGN OF THE ONLY INST APCH AT LDJ -- GPS-A. THE MAP FOR THE GPS-A APCH IS BAUTZ IS 2.1 NM FROM THE THRESHOLD OF RWY 9 AND REQUIRES AN IMMEDIATE 59 DEG R TURN. THIS MEANS THAT IT IS VIRTUALLY IMPOSSIBLE TO VISUALLY VERIFY THAT THERE ARE NO HAZARDS ON THE RWY BEFORE PASSING THE MAP. WHEN A HAZARD DOES ARISE; AS IT DID WITH ME; THE MISSED APCH IS NO LONGER AN OPTION AND WITH THE LOW CEILING; A VFR GAR IS ALSO NOT AN OPTION. THE GPS-A APCH AT LDJ REPLACED EXISTING VOR AND VOR-DME APCHS. WHEN THE NEW GPS-A WAS COMMISSIONED; PLTS AT LDJ COMPLAINED ABOUT ITS INADEQUACIES AND WERE TOLD THAT IT WAS ONLY TEMPORARY AND WOULD BE REPLACED BY A STRAIGHT-IN APCH. THAT WAS SEVERAL YRS AGO; BUT NOTHING HAS HAPPENED. AN ADDITIONAL DISTR THAT MAY HAVE CONTRIBUTED WAS AN ALTIMETER NEEDLE THAT STUCK DURING THE APCH VECTORS AND CAUSED A MOMENTARY ALTDEV ABOUT 50 FT BELOW THE ASSIGNED ALT OF 3000 FT. I ALSO MAY HAVE FORGOTTEN TO CLOSE THE IFR FLT PLAN DUE TO THE CONFUSION AND DISTRS CREATED BY THE BIRD STRIKE. I HAVE DECIDED NOT TO FLY THIS APCH AGAIN IN THE FUTURE IN LESS THAN GOOD VFR CONDITIONS.

Data retrieved from NASA's ASRS site as of January 2009 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.