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.