Date: 201706
Local time of day: 1801-2400
Location: MDW.Airport, IL
Weather elements / visibility: Windshear; Turbulence
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C MDW
ATC / advisory: Tower MDW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather; Airport
Primary problem: Procedure

Narrative: The City; State; and ATC are not managing runways for the sake of Flight Crews. Earlier in the day; we operated to MDW; landing at MDW on Runway 22L; with winds around 220 gusting to 20. Moderate turbulence made for pretty bad windshear; and it was a really rough ride. We took off and operated another round trip to MDW. Up at cruise; MDW ATIS winds were still reporting 21014G21; I seem to recall; with Runway 22L in operation. When we were switched to Chicago Approach; they advised us to expect the RNAV Runway 13C; not 22L. Winds were still 21014G21; I believe. I asked if 22L was closed; as the new ATIS showed 13C in use; but it did not show 22L closed. They said that 22L was closed; so we briefed the RNAV Runway 13C.At 1000' AGL; we had a 90-degree right crosswind of 40 knots; with moderate turbulence. At 50' AGL; and plus/minus seven knots; it felt like the aircraft accelerated; as though a tailwind hit; and I worked hard to put it down on the 1000' marker. As the mains hit; a gust of wind picked up the right wing; and I struggled to maintain directional control. The entire approach had been stabilized; I was not over correcting; and I felt that I had good control until the flare. The First Officer (FO) remarked that the Navigation Display (ND) showed a 20 knot 90-degree right crosswind at touchdown. Having landed in those winds before; my thought was that actual winds in the flare were suddenly way higher than advertised; and were possibly a tailwind. Such a sudden wind shift would not be reflected that quickly on the ND. It was a real challenge staying on the 13C centerline and decelerating for a turnoff. The bottom line is that they should not have closed 22L with those winds. After landing; I asked why it was closed; and Ground said; 'Due to construction.' I don't care if they've got construction planned; they need to cancel it; no matter the cost; and keep the best runway open; given the weather!As I got in my car in the employee parking lot (i.e.; under the 13C approach path); one of our [company aircraft] passed overhead; and I was shocked to see it do a drastic pitch and bank change (it looked like the wings suddenly banked ten degrees right); and it looked like a very rough ride. It vindicated my thought of extremely strong winds. As I drove past O'Hare; I saw that they were landing 22L. I thought; 'Why can they land 22L with their long runways; but we can't with our ridiculously short runways?'




Synopsis: An air carrier Captain reported difficulty while landing with a strong crosswind in MDW. The runway that was faced directly into the wind was closed for maintenance.