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Pilots of a de Havilland Canada Dash 8-100 had not stabilised the turboprop's approach to Nuuk in Greenland before the aircraft landed hard and suffered a main gear collapse.
The aircraft, operated by Air Iceland, had been arriving after a service from Reykjavik on 4 March 2011.
It was attempting an approach to Nuuk's runway 23 in strong winds. Owing to the wind conditions the crew agreed to use a 15° flap setting, rather than 35°, and fly a steep approach from high altitude.
Having made visual contact with the runway the pilots also opted, crucially, to offset their approach to the right of the runway centreline. The crew noticed that a stretch of sea leading towards the airport appeared calm, and chose to follow this approach path.
The aircraft (TF-JMB) descended towards the threshold from the right of the centreline. While 3nm out the crew received an automated weather update which indicated strong variable crosswinds and gusts up to 42kt - under which the operator's procedures prohibited a landing.
I think I read somewhere that "go arounds" can be perceived as black marks on the pilot's record, a situation which can be made even worse because some airports are already at or even over their capacity for landing approaches without any go-arounds, so go-arounds can create problems for the entire airport landing schedule in some cases.
Investigators believe the pilots were "solely focused on landing" and that the workload "mentally blocked" any go-around decision.