Narrative:

I was the first officer on flight from dtw-ord. WX received on the ATIS was 10000 ft scattered, visibility 3 mi with fog. Simultaneous approachs to runway 27L and 27R in use. We briefed the ILS 27R approach. About 20 mi from the airport, we heard the RVR on runway 27R was down to 4000 ft. About 10 mi from the airport, approach gave us a vector for a new runway. The airport switched to simultaneous ILS approachs to runways 14L and 14R. We were told to expect the ILS runway 14L. I asked approach for the WX and they told us it was 3 mi in fog with runway 14L RVR 6000 ft plus. We briefed the ILS runway 14L approach. We heard a couple of reports of the RVR going down so we briefed the ILS runway 14L CAT ii approach. Runway 14L is a CAT ii/CAT III runway. We had been flying on autoplt #1 and switched to autoplt #2. Our lmp status was 1200 ft/100 ft decision height a/P 2 single land. After discussing the CAT ii approach, the WX was reported as touchdown zone RVR 4000 ft, midfield RVR 600 ft, rollout RVR 0. At first we thought this was below our CAT ii mins. We then checked our landing min chart. We decided that since the touchdown zone RVR was 4000 ft and we needed only 1800 ft RVR on the approach and midfield and rollout RVR's are advisory only. We set up for a CAT I coupled approach on the #2 autoplt with single land. Radio altimeter was set to 200 ft and the orange bug on the barometric altimeter was set at 200 ft (QFE is used). All callouts except those below 100 ft were to be referenced to the barometric altimeter. We were configured for landing prior to 1000 ft with speed - single land - localizer trk - GS trk annunciated on the FMA's. Prior to 500 ft AGL, we had the approach lights and touchdown zone lights in sight. Calls we made at 500 ft, on speed, sinking 700 FPM, 400 ft, 300 ft, 200 ft, decision height, runway in sight and 100 ft. At this point, I was watching the rising runway on the ADI, the radio altimeter, and xchking the FMA. As far as I know, the arm window showed single land throughout the approach. I remember calling 50 ft and possibly 40 ft at this point but not sure. Somewhere in this area I noticed flare was not annunciated on the FMA and immediately called out no flare. I may have done this call so quickly, that the flight engineer did not have time to call it out. I continued to make the 30 ft, 20 ft, and 10 ft callouts. When I had called no flare, I noticed out of the corner of my eye, the captain pulling back on the wheel. I do not remember at what point the autoplt was disconnected. We made a hard landing. A couple of ceiling panels fell down, a couple of passenger complained of minor injuries, and the flight attendants as well as myself had their necks jolted on landing. We taxied to the gate and wrote up the autoplt for not flaring and the aircraft for a hard landing. Gross weight at touchdown was 332,500 pounds with a sink rate of approximately 700 FPM. The aircraft was taken out of service for a pylon inspection. (No damage was found to the aircraft.)

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Original NASA ASRS Text

Title: ACR WDB HARD LNDG USING AUTOLAND AT ORD.

Narrative: I WAS THE FO ON FLT FROM DTW-ORD. WX RECEIVED ON THE ATIS WAS 10000 FT SCATTERED, VISIBILITY 3 MI WITH FOG. SIMULTANEOUS APCHS TO RWY 27L AND 27R IN USE. WE BRIEFED THE ILS 27R APCH. ABOUT 20 MI FROM THE ARPT, WE HEARD THE RVR ON RWY 27R WAS DOWN TO 4000 FT. ABOUT 10 MI FROM THE ARPT, APCH GAVE US A VECTOR FOR A NEW RWY. THE ARPT SWITCHED TO SIMULTANEOUS ILS APCHS TO RWYS 14L AND 14R. WE WERE TOLD TO EXPECT THE ILS RWY 14L. I ASKED APCH FOR THE WX AND THEY TOLD US IT WAS 3 MI IN FOG WITH RWY 14L RVR 6000 FT PLUS. WE BRIEFED THE ILS RWY 14L APCH. WE HEARD A COUPLE OF RPTS OF THE RVR GOING DOWN SO WE BRIEFED THE ILS RWY 14L CAT II APCH. RWY 14L IS A CAT II/CAT III RWY. WE HAD BEEN FLYING ON AUTOPLT #1 AND SWITCHED TO AUTOPLT #2. OUR LMP STATUS WAS 1200 FT/100 FT DECISION HEIGHT A/P 2 SINGLE LAND. AFTER DISCUSSING THE CAT II APCH, THE WX WAS RPTED AS TOUCHDOWN ZONE RVR 4000 FT, MIDFIELD RVR 600 FT, ROLLOUT RVR 0. AT FIRST WE THOUGHT THIS WAS BELOW OUR CAT II MINS. WE THEN CHKED OUR LNDG MIN CHART. WE DECIDED THAT SINCE THE TOUCHDOWN ZONE RVR WAS 4000 FT AND WE NEEDED ONLY 1800 FT RVR ON THE APCH AND MIDFIELD AND ROLLOUT RVR'S ARE ADVISORY ONLY. WE SET UP FOR A CAT I COUPLED APCH ON THE #2 AUTOPLT WITH SINGLE LAND. RADIO ALTIMETER WAS SET TO 200 FT AND THE ORANGE BUG ON THE BAROMETRIC ALTIMETER WAS SET AT 200 FT (QFE IS USED). ALL CALLOUTS EXCEPT THOSE BELOW 100 FT WERE TO BE REFED TO THE BAROMETRIC ALTIMETER. WE WERE CONFIGURED FOR LNDG PRIOR TO 1000 FT WITH SPD - SINGLE LAND - LOC TRK - GS TRK ANNUNCIATED ON THE FMA'S. PRIOR TO 500 FT AGL, WE HAD THE APCH LIGHTS AND TOUCHDOWN ZONE LIGHTS IN SIGHT. CALLS WE MADE AT 500 FT, ON SPD, SINKING 700 FPM, 400 FT, 300 FT, 200 FT, DECISION HEIGHT, RWY IN SIGHT AND 100 FT. AT THIS POINT, I WAS WATCHING THE RISING RWY ON THE ADI, THE RADIO ALTIMETER, AND XCHKING THE FMA. AS FAR AS I KNOW, THE ARM WINDOW SHOWED SINGLE LAND THROUGHOUT THE APCH. I REMEMBER CALLING 50 FT AND POSSIBLY 40 FT AT THIS POINT BUT NOT SURE. SOMEWHERE IN THIS AREA I NOTICED FLARE WAS NOT ANNUNCIATED ON THE FMA AND IMMEDIATELY CALLED OUT NO FLARE. I MAY HAVE DONE THIS CALL SO QUICKLY, THAT THE FLT ENGINEER DID NOT HAVE TIME TO CALL IT OUT. I CONTINUED TO MAKE THE 30 FT, 20 FT, AND 10 FT CALLOUTS. WHEN I HAD CALLED NO FLARE, I NOTICED OUT OF THE CORNER OF MY EYE, THE CAPT PULLING BACK ON THE WHEEL. I DO NOT REMEMBER AT WHAT POINT THE AUTOPLT WAS DISCONNECTED. WE MADE A HARD LNDG. A COUPLE OF CEILING PANELS FELL DOWN, A COUPLE OF PAX COMPLAINED OF MINOR INJURIES, AND THE FLT ATTENDANTS AS WELL AS MYSELF HAD THEIR NECKS JOLTED ON LNDG. WE TAXIED TO THE GATE AND WROTE UP THE AUTOPLT FOR NOT FLARING AND THE ACFT FOR A HARD LNDG. GROSS WT AT TOUCHDOWN WAS 332,500 POUNDS WITH A SINK RATE OF APPROX 700 FPM. THE ACFT WAS TAKEN OUT OF SVC FOR A PYLON INSPECTION. (NO DAMAGE WAS FOUND TO THE ACFT.)

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.