Narrative:

As we were approaching ZZZ; we were keeping an eye on the weather with at the destination using the stratus. We briefly talked to approach about the weather and what was painting on his radar and he informed us of some light to moderate precipitation. Shortly thereafter we began our first approach into the airport. My first officer was flying at this time. He performed the approach; however; we were unable to visually identify the runway prior to having to go missed. Approach had given us some revised missed approach instructions; which included a turn to heading 180 and a climb to 1500 feet. As I was cleaning up the airplane from going missed; I noticed that my first officer had busted our altitude by 200 feet. I called out the error and he began correcting. As we continued flying; I noticed he continued having trouble maintaining the assigned altitude and decided to ask for a block altitude for him and to switch our roles to where I became the pilot flying and he would perform the duties of pilot monitoring. While being vectored around for the missed approach; we were vectored into an area where we received a brief moment of severe to extreme turbulence. At this point I told my first officer (first officer) to request a vector to the north where the weather was better and to inform ATC that we would like to hold to the north. As we were about to cross the approach path; ATC informed us that another aircraft had made it in on the approach and asked if we'd like to give it another look. We accepted the offer and he gave us a vector and approach clearance. Before we reached the final approach fix; we were informed that the winds had shifted and were now favoring the other runway and we'd be landing with a tailwind on our current runway. We elected to not shoot the current approach and get vectors for the approach into the other runway. ATC vectored us and we began to shoot the approach into the other runway. The approach was flown as published and we flew at the MDA for a little while before spotting the runway and beginning our descent to land. The descent to landing appeared normal with only minor airspeed fluctuations; which at the time I attributed to the winds that were now gusty at the airport. When we got down over the threshold and began our flare to arrest the descent rate; I began to notice that something was not right. As I pulled the yoke back; the nose rose as expected; however; the aircraft's descent rate was not arresting or slowing down. Before I could add power we had landed hard on the runway. We completed the landing roll and turned off the runway. We informed tower that we believed we may have blown a tire and pulled off into a ramp to check the airplane. Upon inspection; we noticed some damage and reported the damage to our company/the operator; along with a report of what happened. In reflection; the altitude issues my copilot suffered; stemmed from up/down drafts in the showers we were flying through; with my task saturation of cleaning the airplane up from the missed approach contributing; as I was unable to keep my typical close eye on him. As for the hard landing; I believe it can be attributed to a microburst/windshear event on short final. I had never experienced anything like it before. I think it would be beneficial for windshear avoidance on final to be added to the curriculum for pilots in both the ATP/ctp (captain); as well as training for type ratings. I also believe that is important to point out at how much more insidious a microburst/windshear event can be when shooting a non-precision approach; and the microburst/windshear is entered at the same time as the descent to the runway. This masks typical cue to microbursts/windshear by creating the expectation of changes in performance due to commanding a descent.

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Original NASA ASRS Text

Title: LJ35 flight crew reported an unstabilized approach and missed approach; along with severe turbulence; culminated with a hard landing in microburst; windshear conditions.

Narrative: As we were approaching ZZZ; we were keeping an eye on the weather with at the destination using the stratus. We briefly talked to approach about the weather and what was painting on his radar and he informed us of some light to moderate precipitation. Shortly thereafter we began our first approach into the airport. My First Officer was flying at this time. He performed the approach; however; we were unable to visually identify the runway prior to having to go missed. Approach had given us some revised missed approach instructions; which included a turn to heading 180 and a climb to 1500 feet. As I was cleaning up the airplane from going missed; I noticed that my First Officer had busted our altitude by 200 feet. I called out the error and he began correcting. As we continued flying; I noticed he continued having trouble maintaining the assigned altitude and decided to ask for a block altitude for him and to switch our roles to where I became the pilot flying and he would perform the duties of pilot monitoring. While being vectored around for the missed approach; we were vectored into an area where we received a brief moment of severe to extreme turbulence. At this point I told my FO (First Officer) to request a vector to the north where the weather was better and to inform ATC that we would like to hold to the north. As we were about to cross the approach path; ATC informed us that another aircraft had made it in on the approach and asked if we'd like to give it another look. We accepted the offer and he gave us a vector and approach clearance. Before we reached the final approach fix; we were informed that the winds had shifted and were now favoring the other runway and we'd be landing with a tailwind on our current runway. We elected to not shoot the current approach and get vectors for the approach into the other runway. ATC vectored us and we began to shoot the approach into the other runway. The approach was flown as published and we flew at the MDA for a little while before spotting the runway and beginning our descent to land. The descent to landing appeared normal with only minor airspeed fluctuations; which at the time I attributed to the winds that were now gusty at the airport. When we got down over the threshold and began our flare to arrest the descent rate; I began to notice that something was not right. As I pulled the yoke back; the nose rose as expected; however; the aircraft's descent rate was not arresting or slowing down. Before I could add power we had landed hard on the runway. We completed the landing roll and turned off the runway. We informed tower that we believed we may have blown a tire and pulled off into a ramp to check the airplane. Upon inspection; we noticed some damage and reported the damage to our company/the operator; along with a report of what happened. In reflection; the altitude issues my copilot suffered; stemmed from up/down drafts in the showers we were flying through; with my task saturation of cleaning the airplane up from the missed approach contributing; as I was unable to keep my typical close eye on him. As for the hard landing; I believe it can be attributed to a microburst/windshear event on short final. I had never experienced anything like it before. I think it would be beneficial for windshear avoidance on final to be added to the curriculum for pilots in both the ATP/CTP (Captain); as well as training for type ratings. I also believe that is important to point out at how much more insidious a microburst/windshear event can be when shooting a non-precision approach; and the microburst/windshear is entered at the same time as the descent to the runway. This masks typical cue to microbursts/windshear by creating the expectation of changes in performance due to commanding a descent.

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.