Narrative:

8 mins after landing; the closest ZZZ ATIS was at XB23Z special: 260 degrees at 36 KTS gust to 52 KTS; 10 SM visibility few 048; scattered 060; broken 085; 13/03; altimeter 29.38; peak wind 25052/2121 rae 2055 presrr vcsh northeast-south P0000; arrs expect cvfp mtv xy; xx windshear advisories in effect; landing runways xx; xy. Before landing; we were operating with the following current ATIS: XA52Z; 230 degrees at 34 KTS gusting to 45 KTS; 10 SM visibility -RA; broken 055 tcu broken 100; 17/03; altimeter 29.29; peak wind 23045/2052 RAB44 presrr; SLP920 tcu west P0000 60000 55006 arrs expect abc visual xz landing runways xz; xw (note: no windshear advisories). When we were less than 5 mins from the field; approach changed runway confign to the north from the south. That was good news because ATIS clearly didn't support landing south. We received the visual and we were cleared to land runway xy. The first officer got new winds from tower; which; I believe; were something like 280 KTS at 40 KTS gusting to 44 KTS. The first officer plugged those updated winds into ACARS to make sure we could land xy. Runway xx would have exceeded the 27 KT crosswind limitation. The ACARS returned good numbers for runway xy; which was the runway most aligned into the wind; even though it was a shorter runway. I can't remember if runway xx were even an option because crosswind limitation would have been exceeded based on updated winds from the tower. The conditions were fairly turbulent and; with the quick runway confign change; we were basically on a left base for runway xy; cleared to land xy; and waiting for the ACARS to confirm that we were within all parameters for landing xy. It was the captain's leg (mine). We turned from a left base to 1 1/2 mi final. That gave us extra time and space for the approach. We received 2 windshear caution alerts about 10 seconds apart. I continued the approach. On very short final; about 20-30 ft AGL; maybe less; we received a windshear warning. I elected to continue as we were so close to the runway. I added thrust; but not full thrust. Because I was at flight idle; there was a lag in spooling up. The first officer; for his part; did say go around and pushed the thrust levers up farther; but the lag was still there. I did land with the thrust lever position above flight idle and there was a bounce. By the time the engines spooled up; we were on the ground at taxi speed; on centerline; and in the touchdown zone (first 1/3 of runway xy; so I pulled the thrust levers to idle to avoid accelerating down the runway from taxi speed. As the aircraft came close to contact with the runway; a gust of wind lifted the left wing and pushed down the right wing. I had maximum left wing down input with the wings moving toward level just as the wheels contacted the runway and the struts were compressed. As we taxied to parking; I had the first officer make a PA announcement that the tough landing was due to windshear. Everyone got off with smiles and the first customer in line; while waiting for the passenger door to open; shook my hand and said that I had done a good job. After the passenger deplaned; I told the first officer that we needed to check the right wing and I asked him to go with me. I then called maintenance with the write-up. There were no windshear advisories for ATIS and I did not brief windshear. The landing was 1/2 (0.5) G beyond the normal limit of 1.7 G. A hard landing inspection revealed no damage. The right winglet revealed an oval scrape about 3 inches at the widest point and about 8 inches long. The paint was scraped off showing some of the composite matrix; and a couple of screw heads were filed. The replacement crew walking to the airplane met us just after we had parked. A gust of wind almost knocked all 3 of them over as they walked on the ramp next to the hangar. 5 alternatives may have changed the outcome: go around with any yellow windshear caution; a full-thrust balked landing maneuver close to the runway with red windshear warning (with airport fence and not far behind); maintaining power closer to the ground (even with the wind gusts occasionally pushing up near flap overspeed); hold; or land somewhere else. With hindsight; carrying normal approach power closer to the runway would have made for an uneventful outcome; as I wouldn't have been spooled down and vulnerable. Normally; in a similar turbulent situation with a longer runway; I would have carried power closer to the pavement; however the shorter runway caused me to hedge on runway length and I brought back the power to flight idle; according to profile. As an added note; the next day; the first officer told me; after thinking about it; that he didn't think that we would have made it had we gone around.

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Original NASA ASRS Text

Title: A CRJ200 MADE A HARD LNDG WITH A WINGTIP RWY CONTACT WHILE LNDG IN A WINDSHEAR.

Narrative: 8 MINS AFTER LNDG; THE CLOSEST ZZZ ATIS WAS AT XB23Z SPECIAL: 260 DEGS AT 36 KTS GUST TO 52 KTS; 10 SM VISIBILITY FEW 048; SCATTERED 060; BROKEN 085; 13/03; ALTIMETER 29.38; PEAK WIND 25052/2121 RAE 2055 PRESRR VCSH NE-S P0000; ARRS EXPECT CVFP MTV XY; XX WINDSHEAR ADVISORIES IN EFFECT; LNDG RWYS XX; XY. BEFORE LNDG; WE WERE OPERATING WITH THE FOLLOWING CURRENT ATIS: XA52Z; 230 DEGS AT 34 KTS GUSTING TO 45 KTS; 10 SM VISIBILITY -RA; BROKEN 055 TCU BROKEN 100; 17/03; ALTIMETER 29.29; PEAK WIND 23045/2052 RAB44 PRESRR; SLP920 TCU W P0000 60000 55006 ARRS EXPECT ABC VISUAL XZ LNDG RWYS XZ; XW (NOTE: NO WINDSHEAR ADVISORIES). WHEN WE WERE LESS THAN 5 MINS FROM THE FIELD; APCH CHANGED RWY CONFIGN TO THE N FROM THE S. THAT WAS GOOD NEWS BECAUSE ATIS CLEARLY DIDN'T SUPPORT LNDG S. WE RECEIVED THE VISUAL AND WE WERE CLRED TO LAND RWY XY. THE FO GOT NEW WINDS FROM TWR; WHICH; I BELIEVE; WERE SOMETHING LIKE 280 KTS AT 40 KTS GUSTING TO 44 KTS. THE FO PLUGGED THOSE UPDATED WINDS INTO ACARS TO MAKE SURE WE COULD LAND XY. RWY XX WOULD HAVE EXCEEDED THE 27 KT XWIND LIMITATION. THE ACARS RETURNED GOOD NUMBERS FOR RWY XY; WHICH WAS THE RWY MOST ALIGNED INTO THE WIND; EVEN THOUGH IT WAS A SHORTER RWY. I CAN'T REMEMBER IF RWY XX WERE EVEN AN OPTION BECAUSE XWIND LIMITATION WOULD HAVE BEEN EXCEEDED BASED ON UPDATED WINDS FROM THE TWR. THE CONDITIONS WERE FAIRLY TURBULENT AND; WITH THE QUICK RWY CONFIGN CHANGE; WE WERE BASICALLY ON A L BASE FOR RWY XY; CLRED TO LAND XY; AND WAITING FOR THE ACARS TO CONFIRM THAT WE WERE WITHIN ALL PARAMETERS FOR LNDG XY. IT WAS THE CAPT'S LEG (MINE). WE TURNED FROM A L BASE TO 1 1/2 MI FINAL. THAT GAVE US EXTRA TIME AND SPACE FOR THE APCH. WE RECEIVED 2 WINDSHEAR CAUTION ALERTS ABOUT 10 SECONDS APART. I CONTINUED THE APCH. ON VERY SHORT FINAL; ABOUT 20-30 FT AGL; MAYBE LESS; WE RECEIVED A WINDSHEAR WARNING. I ELECTED TO CONTINUE AS WE WERE SO CLOSE TO THE RWY. I ADDED THRUST; BUT NOT FULL THRUST. BECAUSE I WAS AT FLT IDLE; THERE WAS A LAG IN SPOOLING UP. THE FO; FOR HIS PART; DID SAY GO AROUND AND PUSHED THE THRUST LEVERS UP FARTHER; BUT THE LAG WAS STILL THERE. I DID LAND WITH THE THRUST LEVER POS ABOVE FLT IDLE AND THERE WAS A BOUNCE. BY THE TIME THE ENGS SPOOLED UP; WE WERE ON THE GND AT TAXI SPD; ON CTRLINE; AND IN THE TOUCHDOWN ZONE (FIRST 1/3 OF RWY XY; SO I PULLED THE THRUST LEVERS TO IDLE TO AVOID ACCELERATING DOWN THE RWY FROM TAXI SPD. AS THE ACFT CAME CLOSE TO CONTACT WITH THE RWY; A GUST OF WIND LIFTED THE L WING AND PUSHED DOWN THE R WING. I HAD MAX L WING DOWN INPUT WITH THE WINGS MOVING TOWARD LEVEL JUST AS THE WHEELS CONTACTED THE RWY AND THE STRUTS WERE COMPRESSED. AS WE TAXIED TO PARKING; I HAD THE FO MAKE A PA ANNOUNCEMENT THAT THE TOUGH LNDG WAS DUE TO WINDSHEAR. EVERYONE GOT OFF WITH SMILES AND THE FIRST CUSTOMER IN LINE; WHILE WAITING FOR THE PAX DOOR TO OPEN; SHOOK MY HAND AND SAID THAT I HAD DONE A GOOD JOB. AFTER THE PAX DEPLANED; I TOLD THE FO THAT WE NEEDED TO CHK THE R WING AND I ASKED HIM TO GO WITH ME. I THEN CALLED MAINT WITH THE WRITE-UP. THERE WERE NO WINDSHEAR ADVISORIES FOR ATIS AND I DID NOT BRIEF WINDSHEAR. THE LNDG WAS 1/2 (0.5) G BEYOND THE NORMAL LIMIT OF 1.7 G. A HARD LNDG INSPECTION REVEALED NO DAMAGE. THE R WINGLET REVEALED AN OVAL SCRAPE ABOUT 3 INCHES AT THE WIDEST POINT AND ABOUT 8 INCHES LONG. THE PAINT WAS SCRAPED OFF SHOWING SOME OF THE COMPOSITE MATRIX; AND A COUPLE OF SCREW HEADS WERE FILED. THE REPLACEMENT CREW WALKING TO THE AIRPLANE MET US JUST AFTER WE HAD PARKED. A GUST OF WIND ALMOST KNOCKED ALL 3 OF THEM OVER AS THEY WALKED ON THE RAMP NEXT TO THE HANGAR. 5 ALTERNATIVES MAY HAVE CHANGED THE OUTCOME: GAR WITH ANY YELLOW WINDSHEAR CAUTION; A FULL-THRUST BALKED LNDG MANEUVER CLOSE TO THE RWY WITH RED WINDSHEAR WARNING (WITH ARPT FENCE AND NOT FAR BEHIND); MAINTAINING PWR CLOSER TO THE GND (EVEN WITH THE WIND GUSTS OCCASIONALLY PUSHING UP NEAR FLAP OVERSPEED); HOLD; OR LAND SOMEWHERE ELSE. WITH HINDSIGHT; CARRYING NORMAL APCH PWR CLOSER TO THE RWY WOULD HAVE MADE FOR AN UNEVENTFUL OUTCOME; AS I WOULDN'T HAVE BEEN SPOOLED DOWN AND VULNERABLE. NORMALLY; IN A SIMILAR TURBULENT SITUATION WITH A LONGER RWY; I WOULD HAVE CARRIED PWR CLOSER TO THE PAVEMENT; HOWEVER THE SHORTER RWY CAUSED ME TO HEDGE ON RWY LENGTH AND I BROUGHT BACK THE PWR TO FLT IDLE; ACCORDING TO PROFILE. AS AN ADDED NOTE; THE NEXT DAY; THE FO TOLD ME; AFTER THINKING ABOUT IT; THAT HE DIDN'T THINK THAT WE WOULD HAVE MADE IT HAD WE GONE AROUND.

Data retrieved from NASA's ASRS site as of May 2009 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.