Narrative:

Taking vectors for ILS approach to 20 we called field in sight at 10 miles turning final. Cleared to land at 5 mile fix and tower began to give us windshear alerts on approach end of runway 2. Fully configured we continued with approach with no windshear indications through 1;000 ft. Descending through 500 ft the first officer clicked off autopilot and began to feel some wind gusts. Somewhere around 200 ft we experienced a 20 KT gain followed by a quick high speed clacker while correcting and beginning landing flare we received windshear caution alert just prior to over the numbers. A go-around was our trained procedure for these indications; yet I felt we were so close to touchdown that a transition to climb would have put us in a precarious state so stated; 'continue' to first officer. Floating and trying to maintain airspeed the aircraft dropped on the runway with a hard landing. The right main gear touching down first causing a whiplash effect on the left wing. We rolled out and exited runway as normal. Taxied to the gate and reported our windshear to tower as a 20 KT gain at around 100 ft. During taxi the rain began to fall and lightning as well. We were held out of gate due to weather for 15 minutes approximately. I asked first officer to check gears for any indication of the hard landing and to both our surprise we found the left wing damaged at the trailing edge of the outboard flap and wing tip below the winglet. I reported the damage to maintenance and called chief pilots. Our aircraft arrived in the undesired state of flying in low level windshear. We continued an approach we had made many times before in very similar conditions and were looking for cues to discontinue approach. We got to a point perhaps so close to landing that the threat of windshear was not going to keep us from landing. I as captain felt that the sudden low level windshear we encountered was maybe too much to overcome and simply landed the plane. Take note of this incident and realize that although we operate in windshear conditions regularly; it can become strong enough to alter flight at low levels to a point where no recovery is possible. It is our responsibility as pilots to see the windshear clues and either abort the maneuver or not attempt it. We failed to do so with the untimely clues we received and resulted in aircraft damage. Teach not only escape guidance; but when to simply not attempt it. I operated cautiously [with respect] to weather all the time; yet this one I did not see coming.

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Original NASA ASRS Text

Title: A CRJ-200 crew reported continuing the landing approach after an amber windshear alert below 200 FT with airspeed fluctuations. A hard landing resulted which damaged the left flap trailing edge and left wing tip bottom.

Narrative: Taking vectors for ILS approach to 20 we called field in sight at 10 miles turning final. Cleared to land at 5 mile fix and Tower began to give us windshear alerts on approach end of Runway 2. Fully configured we continued with approach with no windshear indications through 1;000 FT. Descending through 500 FT the First Officer clicked off autopilot and began to feel some wind gusts. Somewhere around 200 FT we experienced a 20 KT gain followed by a quick high speed clacker while correcting and beginning landing flare we received windshear caution alert just prior to over the numbers. A go-around was our trained procedure for these indications; yet I felt we were so close to touchdown that a transition to climb would have put us in a precarious state so stated; 'continue' to First Officer. Floating and trying to maintain airspeed the aircraft dropped on the runway with a hard landing. The right main gear touching down first causing a whiplash effect on the left wing. We rolled out and exited runway as normal. Taxied to the gate and reported our windshear to Tower as a 20 KT gain at around 100 FT. During taxi the rain began to fall and lightning as well. We were held out of gate due to weather for 15 minutes approximately. I asked First Officer to check gears for any indication of the hard landing and to both our surprise we found the left wing damaged at the trailing edge of the outboard flap and wing tip below the winglet. I reported the damage to Maintenance and called chief pilots. Our aircraft arrived in the undesired state of flying in low level windshear. We continued an approach we had made many times before in very similar conditions and were looking for cues to discontinue approach. We got to a point perhaps so close to landing that the threat of windshear was not going to keep us from landing. I as Captain felt that the sudden low level windshear we encountered was maybe too much to overcome and simply landed the plane. Take note of this incident and realize that although we operate in windshear conditions regularly; it can become strong enough to alter flight at low levels to a point where no recovery is possible. It is our responsibility as pilots to see the windshear clues and either abort the maneuver or not attempt it. We failed to do so with the untimely clues we received and resulted in aircraft damage. Teach not only escape guidance; but when to simply not attempt it. I operated cautiously [with respect] to weather all the time; yet this one I did not see coming.

Data retrieved from NASA's ASRS site as of April 2012 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.