2023-05 · NASA ASRS report 1998216
B747-400 flight crew reported a hard landing during a balked landing go-around which was followed by a windshear event on climb out. Subsequent approach resulted in a safe landing.
I was the Captain for Aircraft X ZZZZ2-ZZZZ. Prior to departing ZZZZ1 I called Dispatch to query the weather over Country as the radar returns are often unreliable and to discuss the conditions in ZZZZ. My main concern was the wind and reported wind shear. ZZZZ; was forecasting winds that were out of our crosswind limitation for landing. I questioned our alternate as well; ZZZZ1 was also gusting up to 50 kts. Although it was gusting straight down the runway.Coming into ZZZZ; ATIS advised strong crosswinds and possible wind shear; but was now within limits for landing. We selected flaps 25 and appropriate speed additive for the reported winds. We were slightly under max landing weight; night; VMC on approach to XXL. We experienced some strong wind shear during approach 1-2 miles out; but still within our limits. Winds seemed to abate somewhat closer to the ground; until we experienced a 25-kt. loss below 50 ft. The aircraft dropped unexpectedly and essentially fell out of the sky; almost perfectly replicating the scenario we had recently trained for in the simulator. Without any GPWS alerts; we hit the runway and I immediately executed a rejected landing/go-around.I don't remember when we saw it; perhaps at 5000 ft. after the go-around; but the only discrepancy on EICAS was No Land 3. The Relief Pilot referenced the QRH; no steps required; and the First Officer (FO) cleared it. We reported the wind shear to ATC and requested vectors to XXR. (Some aircraft had also performed go-arounds but others were landing successfully. ATC preferred XXL due to a long line of departures for XXR.) The second approach was better; yet still challenging. Tower reported winds were less than the first; with winds at 220/18G22. We still experienced some strong wind shear 1-2 miles out but it was less than the first approach. Again; at perhaps 20 ft.; we experienced a 15-kt. speed loss but with our speed additive to Vref; the airplane was controllable unlike the first approach. During our rollout; Tower advised a microburst alert approach end for XXR immediately after our landing. We again reported what we experienced to ATC. I did hear them broadcast our 25-kt. speed loss below 50 ft. on the first approach; but we switched frequencies after the second landing. In either case; takeoffs and landings continued. No EICAS messages were noted other than No Land 3 after the first approach (during 2nd approach; the L Autopilot did not illuminate on the Mode Control Panel (MCP). After landing; we noted escape reels in the cockpit and an oxygen bottle in the back had come loose. After completing post-flight duties; the crew performed an exterior inspection. No pod scrapes; wing or gear damage; but a canoe just outboard of the right gear exhibited damage on the aft end and the right inboard flaps were not flush and appeared to be inhibiting the right inboard aileron. Canoe damage was likely from the first attempted landing/impact; unsure when the flap issue occurred. Surprised to see it as we did not receive any flap messages on either approach. As pilot flying; I don't see anything I would change. Our alternate was ZZZZ1; which had gusts to 50 kts.; but down the runway. We had no indication of any damage until after landing. My Relief Pilot (the pilot with the big picture) on both approaches; mentioned he did not have time to call for a go-around or advise of the speed loss because I recognized it; and as soon as I did and immediately reacted. I tried to be as proactive as possible; was monitoring the weather throughout the flight and solicited my crews input at every stage. The FO kept a sharp watch on speed changes on final; but by the time he could verbalize; I had already responded. Excellent teamwork and support between the crew on an extremely challenging night.In addition; I spoke with a Company crew who landed an hour and a half prior to us. They indicated they had a severe turbulence; a rough approach; and landing. They also mentioned the highnumber aircraft going around.
Coming into ZZZZ; ATIS advised strong crosswinds and possible wind shear; but within limits for landing. We selected flaps 25 and appropriate speed additive for the reported winds. We were night VMC on approach to XXL. We experienced some strong wind shear during approach 1-2 miles out; but still within limits. Winds seemed to abate somewhat closer to the ground; until we experienced a 25-kt. loss below 50 ft. The nose dropped unexpectedly and the airplane fell out of the sky; almost perfectly replicating the scenario we had demoed in the sim recently. The Captain immediately executed a balked landing go-around and we went around. I don't remember when we saw it; perhaps at 5000 ft. after the go-around; but the only discrepancy on EICAS was No Land 3. I referenced the QRH; no steps required; and the First Officer (FO) cleared it. We reported the wind shear to ATC and requested vectors to XXR. (Some aircraft had also performed go-arounds but others were landing successfully. ATC preferred XXL due to a long line of departures for XXR.) The second approach was better; and Tower reported winds were less than the first; with gusts to 22. We still experienced some strong wind shear 1-2 miles out but it was less than the first approach. Again; at perhaps 20 ft.; we experienced a 15-kt. speed loss but with our speed additive to Vref; the airplane was controllable unlike the first approach. During our rollout; Tower advised a microburst alert for XXR immediately after our landing. (30 kt. loss at 1 mile off XXR?) We again reported what we experienced to ATC. I did hear them broadcast our 25-kt. speed loss below 50 ft. on the first approach; but we switched frequencies after the second landing. In either case; takeoffs and landings continued. No EICAS messages were noted other the No Land 3 after the first approach (during 2nd approach; the L Autopilot did not illuminate on the Mode Control Panel (MCP). After landing; we noted multiple escape reels in the cockpit and an oxygen bottle in the back had come loose. After completing post-flight duties; the crew performed an exterior inspection. No pod scrapes or gear damage; but a canoe just outboard of the right gear exhibited damage on the aft end and the right inboard flaps were not flush and appeared to be inhibiting the right inboard aileron. Canoe damage was likely from the first attempted landing/impact; unsure when the flap issue occurred. We were surprised to see it as we did not receive any flap messages on either approach or after landing. As Relief Pilot; as a crew; I don't see anything I would change. Our alternate was ZZZZ1; which had gusts to 50 kts.; but down the runway. (Captain had discussed the wisdom of that alternate with Dispatch prior to departure but Dispatch wanted to keep it and insisted it was fine.) We had no indication of any damage until after the successful landing. As the pilot with the big picture on both approaches; I did not have time to call for a go-around or advise of the speed loss because the Captain recognized it as soon as I did and immediately reacted. The Captain was proactive throughout the flight and solicited our input at every stage. The FO kept a sharp watch on speed changes on final; but by the time he could verbalize; the Captain had already responded. Excellent teamwork between the crew on an extremely challenging night.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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