Approach and Descent
The first officer was piloting the airplane during the Area Navigation, Global Positioning System approach to runway 22. Initially, the airplane was fast as the first officer had increased engine power to compensate for wind conditions. After descending below the minimum descent altitude (MDA), the first officer momentarily deployed the speed brakes, then stowed them approximately 200 feet above ground level and reduced engine power to flight idle.
Hard Landing
The airplane subsequently became low and slow, developing an excessive sink rate. It landed hard on runway 22, forcing the right main landing gear into the right wing and causing substantial damage to the right wing spar.
Post-Accident Findings
The first officer reported intermittent airspeed fluctuations between his airspeed indicator and the captain's airspeed indicator. However, a subsequent check of the pitot-static system revealed no anomalies that would have precluded normal operation. Recorded wind at the time of the accident was from 190 degrees at 11 knots, gusting to 24 knots. The captain believed the airplane had encountered windshear near the MDA with the flaps fully extended. Review of air traffic control data showed no windshear advisories in the automated terminal information system broadcasts. While the local controller provided windshear advisories to preceding landing aircraft, the accident aircraft did not receive one. The airplane flight manual prohibited deploying speed brakes below 500 feet above ground level with flaps in any position other than retracted.
Probable Cause
The official findings identified the probable cause as the first officer's failure to maintain airspeed during the approach and the captain's inadequate remedial action. Contributing factors were the first officer's failure to comply with procedures, windshear, and the lack of a windshear warning from air traffic control.