Regional Jet 900 (CRJ900)
Flight Crew Air Transport Pilot (ATP)
Confusion; Distraction; Training / Qualification
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Flight Crew Became Reoriented; General Maintenance Action
Human Factors; Manuals; Procedure; Company Policy
FO was flying a visual approach to runway 26 in ZZZ. Winds were reported at approximately 240/10G21 with low level wind shear reported in the area though nothing recent or specific to our runway. FO was on speed and glideslope with the autopilot on. Autopilot was disconnected at approximately 1000ft. Approach appeared completely normal until about 300-400ft when a short gust of wind caused us to drift slightly right of course. FO began to correct back to centerline. At about 100ft I began to feel the tail of the plane begin to sink indicating the onset of a slight shear. A little increase in thrust or maintaining thrust until a lower altitude would have corrected the situation and was what I was expecting. Instead FO began pulling thrust at 50ft. With the thrust pulled back I tried to pull back on the yoke to break our rate of descent but it was too late. I estimate we hit the runway at approximately 700 ft/min. No secondary indications of aircraft damage were detected either through EICAS messages or gauge readings. Aircraft was taxied to gate and deplaned normally.It is my opinion that we do not spend enough time hand flying our airplanes. We mostly fly RNAV departures which require the autopilot on at 600ft. Even when we are not on an RNAV departure; I've noticed most FO's ask for the autopilot on at 600ft and then don't turn it off until below 1000ft on landing. When not conducting IOE training; I fly almost entirely with reserve FOs. When I suggest they hand fly the plane; on a departure or on a visual approach; you can literally see the uncertainty in their faces. They are clearly uncomfortable at the controls of their own airplane. I believe this uncertainty is even there in some of our new Captains. For Captains upgrading today; I believe many have not been at the controls of their plane for more than 2 minutes per flight. Perhaps it's time to reconsider policy of turning on the autopilot at 600ft on RNAV departures. I'm not aware of any other airline that has this requirement. This would be the first step in getting our pilots to hand fly the plane more. I believe as they get more comfortable at the controls they would be able to pick up on subtle changes in aircraft attitude/airspeed which allow for safer and smoother landings.
I was the PF and didn't recognize how fast the aircraft was sinking when I pulled the power to start the flare. It was too late to add power back in and the airplane had a hard landing. It was reported to maintenance by the Captain.Better situational awareness [is needed]. Better depth perception by looking further down the runway than the nose of the aircraft.
CRJ-900 flight crew encountered windshear at 50 feet. The First Officer failed to perceive the high descent rate and the aircraft made contact with the runway at 700 FPM. The Captain suggested more hand flying practice.