Narrative:

The first officer was pilot flying; the weather was VMC with strong and gusty winds from a west northwest direction; steady states reporting in the mid 20's and gusts into the 30's. I recall reports from 290 degrees to 320 degrees; but the winds were within the crosswind limitations of the aircraft; with a similar crosswind component for either runway. Prior to executing the assigned visual approach we discussed the weather and winds; the first officer's experience and comfort level; and our plans for windshear encounters. The visual approach was executed in a stabilized fashion; and we experienced gusts of +/- 5-10 KTS on final approach. Below 100 ft AGL and in the round out and into the flare; we experienced a significant wind shift that caused the aircraft to sink as it entered a low energy state; although we did not get any windshear cautions nor any windshear warnings. The aircraft contacted the runway and bounced; at which point I immediately assumed control of the aircraft; called 'balked landing;' and executed a go-around with max thrust. As the engines were spooling up; the aircraft rolled to the left; but I was able to recover as the aircraft accelerated. In addition I recall the stick shaker activating a couple of times briefly. Everything happened very fast in just a few short seconds and as I think back on it I cannot be sure exactly when the aircraft rolled or if the flaps were in transition when it did; or if the roll was a result of continued wind shifts. In any event; we completed the balked landing maneuver; and came around for a normal landing (during which I remained pilot flying) after completing all the required checklists and making a PA to the passengers and flight attendant. There were no injuries and an emergency was not declared. Upon arrival at the gate however; post flight inspection revealed a scrape on the underside of the left wingtip about six inches long; and appropriate logbook entries were made for the hard landing and damage. I should say at this point that the entry for the wingtip damage came a short time after the write up for the hard landing; as the first officer and I got our signals crossed about the post flight inspection. I was busy with the maintenance logbook and assumed she had walked around the aircraft and did not find anything wrong. But it was not until a short time later that I caught up to her and asked if she had found anything wrong. She said the first officer for the outbound flight had been there and done the walk around; and did not mention anything. This was before the outbound crew became aware that this aircraft was going to be down for some time. At that point I went out to look for myself just to be sure; and that's when I found the damage and called it in. In 11 years flying here I can say I have never found myself in this situation before; having to assume control after a bounced landing; and then execute a balked landing. It is an extremely challenging role to play as captain and as pilot not flying; especially in dealing with a first officer with limited experience in winds such as these in the crj. I will say that I had flown with this first officer a few times; and she has an excellent attitude; and had performed her duties well up to this point; and did not exhibit problems on the landings I had flown with her to date. In this case; however; the time it took to become unstable in the round out and flare took only a couple of seconds and the low energy state after a bounce definitely put us in a precarious position. Although we practice balked landings in the simulator on computers on a regular basis; I can say that I have never trained for a bounce and then subsequent transfer of controls and recovery. I have touched the ground in the simulator after initiating a balked landing from a low altitude; but I cannot recall ever having had the bounce come first. I think this scenario is a bit different; and might be one that the training department might wish to address. As I think about possible remedies to this situation; I can only settle on the idea that a balked landing might have been initiated earlier; when the initial sinking over the runway started; but in a few short seconds; it's a tough spot. Once the bounce occurs; the balked landing is the only logical course of action; but it still leaves us in a difficult position with respect to our energy state.

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Original NASA ASRS Text

Title: CRJ200 flight crew describes a balked landing with the First Officer as the flying pilot. The landing is bounced and the Captain assumes control for the go around. On post flight the left wing tip is found to have contacted the ground at some time during the balked landing.

Narrative: The First Officer was pilot flying; the weather was VMC with strong and gusty winds from a west northwest direction; steady states reporting in the mid 20's and gusts into the 30's. I recall reports from 290 degrees to 320 degrees; but the winds were within the crosswind limitations of the aircraft; with a similar crosswind component for either runway. Prior to executing the assigned visual approach we discussed the weather and winds; the First Officer's experience and comfort level; and our plans for windshear encounters. The visual approach was executed in a stabilized fashion; and we experienced gusts of +/- 5-10 KTS on final approach. Below 100 FT AGL and in the round out and into the flare; we experienced a significant wind shift that caused the aircraft to sink as it entered a low energy state; although we did not get any windshear cautions nor any windshear warnings. The aircraft contacted the runway and bounced; at which point I immediately assumed control of the aircraft; called 'balked landing;' and executed a go-around with max thrust. As the engines were spooling up; the aircraft rolled to the left; but I was able to recover as the aircraft accelerated. In addition I recall the stick shaker activating a couple of times briefly. Everything happened very fast in just a few short seconds and as I think back on it I cannot be sure exactly when the aircraft rolled or if the flaps were in transition when it did; or if the roll was a result of continued wind shifts. In any event; we completed the balked landing maneuver; and came around for a normal landing (during which I remained pilot flying) after completing all the required checklists and making a PA to the passengers and Flight Attendant. There were no injuries and an emergency was not declared. Upon arrival at the gate however; post flight inspection revealed a scrape on the underside of the left wingtip about six inches long; and appropriate logbook entries were made for the hard landing and damage. I should say at this point that the entry for the wingtip damage came a short time after the write up for the hard landing; as the First Officer and I got our signals crossed about the post flight inspection. I was busy with the maintenance logbook and assumed she had walked around the aircraft and did not find anything wrong. But it was not until a short time later that I caught up to her and asked if she had found anything wrong. She said the First Officer for the outbound flight had been there and done the walk around; and did not mention anything. This was before the outbound crew became aware that this aircraft was going to be down for some time. At that point I went out to look for myself just to be sure; and that's when I found the damage and called it in. In 11 years flying here I can say I have never found myself in this situation before; having to assume control after a bounced landing; and then execute a balked landing. It is an extremely challenging role to play as Captain and as pilot not flying; especially in dealing with a First Officer with limited experience in winds such as these in the CRJ. I will say that I had flown with this First Officer a few times; and she has an excellent attitude; and had performed her duties well up to this point; and did not exhibit problems on the landings I had flown with her to date. In this case; however; the time it took to become unstable in the round out and flare took only a couple of seconds and the low energy state after a bounce definitely put us in a precarious position. Although we practice balked landings in the simulator on computers on a regular basis; I can say that I have never trained for a bounce and then subsequent transfer of controls and recovery. I have touched the ground in the simulator after initiating a balked landing from a low altitude; but I cannot recall ever having had the bounce come first. I think this scenario is a bit different; and might be one that the training department might wish to address. As I think about possible remedies to this situation; I can only settle on the idea that a balked landing might have been initiated earlier; when the initial sinking over the runway started; but in a few short seconds; it's a tough spot. Once the bounce occurs; the balked landing is the only logical course of action; but it still leaves us in a difficult position with respect to our energy state.

Data retrieved from NASA's ASRS site as of July 2013 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.