Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Thunderstorm; Turbulence; Windshear; 7
Aircraft: Learjet 35
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: As we were approaching ZZZ; we were keeping an eye on the weather with at the destination using the stratus. We briefly talked to approach about the weather and what was painting on his radar and he informed us of some light to moderate precipitation. Shortly thereafter we began our first approach into the airport. My First Officer was flying at this time. He performed the approach; however; we were unable to visually identify the runway prior to having to go missed. Approach had given us some revised missed approach instructions; which included a turn to heading 180 and a climb to 1500 feet. As I was cleaning up the airplane from going missed; I noticed that my First Officer had busted our altitude by 200 feet. I called out the error and he began correcting. As we continued flying; I noticed he continued having trouble maintaining the assigned altitude and decided to ask for a block altitude for him and to switch our roles to where I became the pilot flying and he would perform the duties of pilot monitoring. While being vectored around for the missed approach; we were vectored into an area where we received a brief moment of severe to extreme turbulence. At this point I told my FO (First Officer) to request a vector to the north where the weather was better and to inform ATC that we would like to hold to the north. As we were about to cross the approach path; ATC informed us that another aircraft had made it in on the approach and asked if we'd like to give it another look. We accepted the offer and he gave us a vector and approach clearance. Before we reached the final approach fix; we were informed that the winds had shifted and were now favoring the other runway and we'd be landing with a tailwind on our current runway. We elected to not shoot the current approach and get vectors for the approach into the other runway. ATC vectored us and we began to shoot the approach into the other runway. The approach was flown as published and we flew at the MDA for a little while before spotting the runway and beginning our descent to land. The descent to landing appeared normal with only minor airspeed fluctuations; which at the time I attributed to the winds that were now gusty at the airport. When we got down over the threshold and began our flare to arrest the descent rate; I began to notice that something was not right. As I pulled the yoke back; the nose rose as expected; however; the aircraft's descent rate was not arresting or slowing down. Before I could add power we had landed hard on the runway. We completed the landing roll and turned off the runway. We informed tower that we believed we may have blown a tire and pulled off into a ramp to check the airplane. Upon inspection; we noticed some damage and reported the damage to our company/the operator; along with a report of what happened. In reflection; the altitude issues my copilot suffered; stemmed from up/down drafts in the showers we were flying through; with my task saturation of cleaning the airplane up from the missed approach contributing; as I was unable to keep my typical close eye on him. As for the hard landing; I believe it can be attributed to a microburst/windshear event on short final. I had never experienced anything like it before. I think it would be beneficial for windshear avoidance on final to be added to the curriculum for pilots in both the ATP/CTP (Captain); as well as training for type ratings. I also believe that is important to point out at how much more insidious a microburst/windshear event can be when shooting a non-precision approach; and the microburst/windshear is entered at the same time as the descent to the runway. This masks typical cue to microbursts/windshear by creating the expectation of changes in performance due to commanding a descent.


Second narrative: We were set up for the RNAV/GPS XX. We had been cleared for the approach. As I was flying the approach; we descended to the MDA of about 600 feet. Maintaining 600 feet; we reached the MAP; and I saw the runway directly below us. We went missed; and followed our alternate missed approach instructions of heading 180; climb to 1600 feet. We were then given a heading of 270. We also had one or two instances of severe to extreme turbulence; along with continuous moderate turbulence. After being told another aircraft behind us was able to land; we were setting up for a second RNAV/GPS XX approach. Prior to the FAF; we were told the runway winds had switched (approximately 40 degrees). We maintained 1600; and continued outbound to set up for the RNAV/GPS XY. We were getting additional turbulence in the vectors to the approach.We began the approach to runway XY. After crossing the FAF; we descended to MDA; about 500 feet. We saw the runway environment; and began a descent to the runway. The descent did not feel unusual. As we approached the runway; we began to flare as normal. While the nose pitched up; the descent rate did not slow. We landed hard.After landing; I informed the tower I thought we had blown a tire. We pulled off onto the ramp. I opened the main door; and noticed fuel leaking from the left wing. I told the rest of the crew that there was a fuel leak; and we evacuated the plane. I flagged down an emergency vehicle and told them we had a fuel leak.There were no factors; even looking back on it; that I can point to that say 'you shouldn't have tried this.' During the final descent to landing; there did not appear to be any speed fluctuations indicating a windshear or microburst event. The descent rate did not appear to be outside a normal descent profile.I think the cause of the hard landing was a sudden downdraft or windshear during the flare; even though there didn't appear to be any indication of those conditions during the descent.


Synopsis: LJ35 flight crew reported an unstabilized approach and missed approach; along with severe turbulence; culminated with a hard landing in microburst; windshear conditions.