LEAR 35; ACFT DAMAGED IN HARD LNDG AT NON TWR ARPT OP.

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WE ENTERED A STANDARD L DOWNWIND FOR RWY 04 SINCE THE WINDS WERE RPTED OUT OF THE N AT MIAMI INTL ARPT. THE APCH CHK WAS COMPLETED IN THE DOWNWIND AND FLAPS WERE SET AT 8 DEGS. WE HAD DETERMINED VREF APCH SPD TO BE 130 KTS. AFTER THE GEAR WAS EXTENDED; THE FLAPS WERE EXTENDED TO 20 DEGS WHEN WE WERE ESTABLISHED ON A L BASE FOR RWY 04. AFTER TURNING FINAL; FLAPS WERE SET TO FULL (40 DEGS) AND THE LNDG CHK VERIFIED THEIR FULL-FLAP POS AND 3 GREEN GEAR LIGHTS WITH ANTI-SKID SYS; OPERATIVE. WE AGREED TO FLY THE FINAL APCH AT VREF ON THE PAPI. THE CLR ZONE JUST PRIOR TO THE RWY HAD A WELL-DEFINED TREE LINE WITH TOPS APPROX 40 TO 50 FT IN HEIGHT. WHEN WE WERE INSIDE THE CLR ZONE AND AT VREF; THE THRUST LEVERS WERE SMOOTHLY AND SLOWLY REDUCED TO SET UP A LNDG FLARE WITH LITTLE OR NO FLOATING. WHEN APPROX 50 FT AGL; THE AIRSPD DROPPED RAPIDLY ACCOMPANIED BY AN INCREASED SINK RATE. IN AN INSTANT; I SHOVED THE THRUST LEVERS FOREWORD TO INCREASE AIRSPEED AND RECOVER FORM AN OBVIOUS WIND-SHIFT BELOW THE TREE LINE. THE ACFT TOUCHED DOWN WITH THE USUAL FORCE EXPERIENCED DURING A SHORT-FIELD LNDG AND; DURING THE LNDG ROLLOUT; THE ACFT VEERED SLIGHTLY TO THE R. DIRECTIONAL CTL WAS MAINTAINED. WE ROLLED TO A STOP ON THE RWY WITH THE FEELING THAT WE MIGHT HAVE A BLOWN TIRE ON THE R (THE ACFT WAS LEANING APPROX 3 DEGS TO THE R). THE PUBLIC SAFETY PERSONNEL WHO SERVICED THE ARPT SAW THE LNDG AND RADIOED FOR US TO INSPECT THE ACFT BEFORE PROCEEDING TO THE TURN-OFF AREA. WE COMPLIED AND SHUT THE ENGS DOWN. THE R OUTBOARD MAIN TIRE WAS BLOWN; R LNDG GEAR STRUT WAS COMPRESSED AND DAMAGE TO THE SKIN DIRECTLY ABOVE THE MAIN GEAR STRUT ON THE R WING. WE SECURED THE ACFT SHUTDOWN CHK AND WERE GREETED BY THE OCEAN REEF ARPT MGR. WE WERE INSTRUCTED BY HIM TO LEAVE THE ACFT WERE IT WAS UNTIL HE HAD DETERMINED IT WAS SAFE TO BE MOVED. AFTER INSPECTING THE GEAR HIMSELF WITH THE GUIDANCE OF OUR COMPANY'S AIRFRAME AND PWRPLANT MECH; (THROUGH A MOBILE TELEPHONE ON THE SCENE); HE TOLD US TO REPOSITION THE ACFT TO THE TURN-OFF SPOT AT THE N END OF THE RWY SO THAT HE MAY RE-OPEN THE RWY FOR OTHER ACFT. AFTER A FEW PHONE CALLS; OUR COMPANY FLEW DOWN A MR 'D' AND OUR MECH. SHORTLY THEREAFTER; MR 'D' CONTACTED THE NTSB AND NOTIFIED HIM OF ALL THE DETAILS PERTAINING TO THE FLT. IMMEDIATE NOTIFICATION WAS NOT NECESSARY AS OUTLINED IN NTSB 830.