Narrative:

The first officer (first officer) was the flying pilot into den on runway 26. The winds were about 270 at 22 knots but holding steady. We were on speed; within 10 knots and less than a half dot off glideslope at the 500 foot callout. After descending below 500 feet; the wind seemed to pick up more and the first officer did not correct for it as the autopilot was now off. We got very high on the approach to which the glideslope went full scale and the PAPI lights were all white. The first officer recognized this and tried to correct. When we crossed the threshold; I could tell that we would probably touchdown within the touchdown zone. However; the main wheels touched down very hard and we bounced back into the air. I immediately took control of flying the aircraft and announced a go around. We climbed out and circled the pattern and landed again without any incident. I was flying pilot on the second landing.extended delays; fatigue; lack of experience were the root causes. The flight was over 7 hours late from a maintenance delay in a small outstation; to where we had to sit for many hours without much to do. It was also the last day of a four day trip; and we were all eager to get home. It was also a busy rush so delayed passengers were eager to get to their destinations. We also were landing on a runway that the first officer had never landed on; so it was weird runway configuration to them. Den was also very busy with arrivals at this point in time. When the approach got high; it crossed my mind that we could probably just do a go-around earlier; but the fact that we'd be even later and the fact that we could possibly interrupt ATC's traffic flow all came into my mind as we continued down. That and the events from earlier in the day caused my mind to be fatigued to where I thought 'we can make it' instead of calling for a go around much earlier. I also think the first officer's lack of experience played a small role. However; the winds were well within first officer limitations.the company has done a lot to make us pilots aware of unstable approaches; yet this one still got me because of fatigue. We are trained to make the 500 foot call and determine if we are stable or not; but little is done in training to decide what happens after that call. The company also stresses fatigue due to lack of sleep; but fatigue isn't really addressed for other reasons. We never think about it; but it's very fatiguing to be just sitting around a small airport with little comfort for hours and hours. There are no comfortable rest facilities at most of these airports; and of course we were under the 6 hour rule for getting a hotel room for the day; but the time we found out when we'd depart.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported executing a go-around after the First Officer experienced a bounce from a hard landing. Captain stated fatigue and experience level were factors.

Narrative: The FO (First Officer) was the flying pilot into DEN on runway 26. The winds were about 270 at 22 knots but holding steady. We were on speed; within 10 knots and less than a half dot off glideslope at the 500 foot callout. After descending below 500 feet; the wind seemed to pick up more and the FO did not correct for it as the autopilot was now off. We got very high on the approach to which the glideslope went full scale and the PAPI lights were all white. The FO recognized this and tried to correct. When we crossed the threshold; I could tell that we would probably touchdown within the touchdown zone. However; the main wheels touched down very hard and we bounced back into the air. I immediately took control of flying the aircraft and announced a go around. We climbed out and circled the pattern and landed again without any incident. I was flying pilot on the second landing.Extended delays; fatigue; lack of experience were the root causes. The flight was over 7 hours late from a maintenance delay in a small outstation; to where we had to sit for many hours without much to do. It was also the last day of a four day trip; and we were all eager to get home. It was also a busy rush so delayed passengers were eager to get to their destinations. We also were landing on a runway that the FO had never landed on; so it was weird runway configuration to them. DEN was also very busy with arrivals at this point in time. When the approach got high; it crossed my mind that we could probably just do a go-around earlier; but the fact that we'd be even later and the fact that we could possibly interrupt ATC's traffic flow all came into my mind as we continued down. That and the events from earlier in the day caused my mind to be fatigued to where I thought 'we can make it' instead of calling for a go around much earlier. I also think the FO's lack of experience played a small role. However; the winds were well within FO limitations.The Company has done a lot to make us pilots aware of unstable approaches; yet this one still got me because of fatigue. We are trained to make the 500 foot call and determine if we are stable or not; but little is done in training to decide what happens after that call. The company also stresses fatigue due to lack of sleep; but fatigue isn't really addressed for other reasons. We never think about it; but it's very fatiguing to be just sitting around a small airport with little comfort for hours and hours. There are no comfortable rest facilities at most of these airports; and of course we were under the 6 hour rule for getting a hotel room for the day; but the time we found out when we'd depart.

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.