Narrative:

On nov/thu/03, we had a planned flight in a CL60 from toronto, canada to providence, ri. I called and checked on the WX for both locations starting about XA00 that day. I called commercial service to receive WX briefs. All WX reports for providence were forecast to be VFR with winds 280 degrees/24 KTS or 280 degrees/17 KTS for our time of arrival. The last call to WX-brief gave the winds 310 degrees/25 KTS gusting 35 KTS with the ceiling around 5000 ft and a NOTAM for ILS runway 23 being unusable outside of 30 degrees and DME unusable outside of 15 degrees for pvd. We departed toronto and proceeded to providence. The takeoff from toronto had very light chop and the ride to providence was smooth with occasional light chop. The first officer received the providence ATIS information and we increased our landing reference speed for the wind gust. In the descent into providence, center or approach requested that we slow for an aircraft landing at providence. We observed the airport descending through 5000 ft. We circled left for a visual approach to runway 34. The air carrier that landed before us reported a +/-15 KTS on the approach to runway 34. We encountered +/-10 KTS with the wind 30 degrees left of runway heading. During the approach to the runway we encountered moderate turbulence, but controllable. The first officer called out reference speeds, rate of descent, and altitudes as we descended. The landing reference speed calls were all plus KTS. I decided to go around because of the turbulent conditions. I advanced the throttles to go around power and rotated the aircraft. Seconds after the go around was initiated the plane encountered windshear and with full left aileron the plane settled down with the right main making contact with the runway. I continued to go around and turned left downwind for runway 34 to stay in the traffic pattern. With 3 hours of fuel aboard the aircraft, I made the decision not to attempt another approach into pvd and requested to proceed to teterboro, nj, for landing. This decision would take us south away from the low pressure system that was causing the turbulence in the providence area. En route I requested WX from center for teterboro, nj, and boston, ma. I requested the first officer to contact the FBO at teterboro on their frequency to arrange for customs. While the first officer was speaking to the FBO at teterboro, ZBW at some point in the trip from providence to teterboro, gave me a frequency and a telephone number to call when I had time. Center reported that a person in the providence tower had noticed sparks on the runway. I asked the first officer to visually check the condition of the right wing. The first officer stated that the lights were working and the winglet was stable. The aircraft did not have any control problems. We made a safe landing at teterboro and when able, inspected the right wing and found that the wing had made ground contact.

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Original NASA ASRS Text

Title: A CL60 WING CONTACTED THE GND WHILE ATTEMPTING A GAR DUE TO WINDSHEAR.

Narrative: ON NOV/THU/03, WE HAD A PLANNED FLT IN A CL60 FROM TORONTO, CANADA TO PROVIDENCE, RI. I CALLED AND CHKED ON THE WX FOR BOTH LOCATIONS STARTING ABOUT XA00 THAT DAY. I CALLED COMMERCIAL SVC TO RECEIVE WX BRIEFS. ALL WX RPTS FOR PROVIDENCE WERE FORECAST TO BE VFR WITH WINDS 280 DEGS/24 KTS OR 280 DEGS/17 KTS FOR OUR TIME OF ARR. THE LAST CALL TO WX-BRIEF GAVE THE WINDS 310 DEGS/25 KTS GUSTING 35 KTS WITH THE CEILING AROUND 5000 FT AND A NOTAM FOR ILS RWY 23 BEING UNUSABLE OUTSIDE OF 30 DEGS AND DME UNUSABLE OUTSIDE OF 15 DEGS FOR PVD. WE DEPARTED TORONTO AND PROCEEDED TO PROVIDENCE. THE TKOF FROM TORONTO HAD VERY LIGHT CHOP AND THE RIDE TO PROVIDENCE WAS SMOOTH WITH OCCASIONAL LIGHT CHOP. THE FO RECEIVED THE PROVIDENCE ATIS INFO AND WE INCREASED OUR LNDG REF SPD FOR THE WIND GUST. IN THE DSCNT INTO PROVIDENCE, CTR OR APCH REQUESTED THAT WE SLOW FOR AN ACFT LNDG AT PROVIDENCE. WE OBSERVED THE ARPT DSNDING THROUGH 5000 FT. WE CIRCLED L FOR A VISUAL APCH TO RWY 34. THE ACR THAT LANDED BEFORE US RPTED A +/-15 KTS ON THE APCH TO RWY 34. WE ENCOUNTERED +/-10 KTS WITH THE WIND 30 DEGS L OF RWY HEADING. DURING THE APCH TO THE RWY WE ENCOUNTERED MODERATE TURB, BUT CONTROLLABLE. THE FO CALLED OUT REF SPDS, RATE OF DSCNT, AND ALTS AS WE DSNDED. THE LNDG REF SPD CALLS WERE ALL PLUS KTS. I DECIDED TO GO AROUND BECAUSE OF THE TURBULENT CONDITIONS. I ADVANCED THE THROTTLES TO GO AROUND PWR AND ROTATED THE ACFT. SECONDS AFTER THE GAR WAS INITIATED THE PLANE ENCOUNTERED WINDSHEAR AND WITH FULL L AILERON THE PLANE SETTLED DOWN WITH THE R MAIN MAKING CONTACT WITH THE RWY. I CONTINUED TO GO AROUND AND TURNED L DOWNWIND FOR RWY 34 TO STAY IN THE TFC PATTERN. WITH 3 HRS OF FUEL ABOARD THE ACFT, I MADE THE DECISION NOT TO ATTEMPT ANOTHER APCH INTO PVD AND REQUESTED TO PROCEED TO TETERBORO, NJ, FOR LNDG. THIS DECISION WOULD TAKE US S AWAY FROM THE LOW PRESSURE SYS THAT WAS CAUSING THE TURB IN THE PROVIDENCE AREA. ENRTE I REQUESTED WX FROM CTR FOR TETERBORO, NJ, AND BOSTON, MA. I REQUESTED THE FO TO CONTACT THE FBO AT TETERBORO ON THEIR FREQ TO ARRANGE FOR CUSTOMS. WHILE THE FO WAS SPEAKING TO THE FBO AT TETERBORO, ZBW AT SOME POINT IN THE TRIP FROM PROVIDENCE TO TETERBORO, GAVE ME A FREQ AND A TELEPHONE NUMBER TO CALL WHEN I HAD TIME. CTR RPTED THAT A PERSON IN THE PROVIDENCE TWR HAD NOTICED SPARKS ON THE RWY. I ASKED THE FO TO VISUALLY CHK THE CONDITION OF THE R WING. THE FO STATED THAT THE LIGHTS WERE WORKING AND THE WINGLET WAS STABLE. THE ACFT DID NOT HAVE ANY CTL PROBS. WE MADE A SAFE LNDG AT TETERBORO AND WHEN ABLE, INSPECTED THE R WING AND FOUND THAT THE WING HAD MADE GND CONTACT.

Data retrieved from NASA's ASRS site as of July 2007 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.