Narrative:

Landing on runway 1L at dulles international. First officer flying. Localizer and GS OTS. No VASI. Totally visual approach. Wind 300 degrees at 15 KTS and runway heading 010 degrees. Turned final approximately 10 mi out, 10 degrees flaps at 3000 ft. Maintained 3000 ft till what would have been GS intercept. Extended gear and armed automatic spoilers. Made proper calls and responses at 2500 ft, 1000 ft, and 500 ft. 138 KTS was reference speed and 146 was target speed with wind factor added in. Profile was good and target speed maintained. Selected landing flaps 25 degrees from 20 degrees approximately 1500 ft. Approach profile and speed normal till approximately 150 ft. Noted speed decaying towards 140 KTS and advised first officer who responded by adding some power. Advised first officer at approximately 100 ft still slightly slow at approximately 139 or 140 KTS. He responded by adding more power. At approximately 50-75 ft I didn't like the feel and look of things and pushed the thrust levers to the go around position and at the same time pulled the yoke back. Approximately 2-3 seconds later we made firm contact with the runway. I took control of the aircraft throughout the reversing, braking and rollout. After arrival at gate we were advised of a witnessed left wing flap damage. Don't know what caused airspeed decay or inability to flare and can't add any ideas for prevention. Do know I should have written a hard landing report in logbook, but that point seemed moot at the time because of the physical evidence. I recommend anyone who suspects he was involved in a hard landing to write it up so proper inspection can be made, regardless if there is physical evidence or not.

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Original NASA ASRS Text

Title: WDB MAKES HARD LNDG, FLAP DAMAGE.

Narrative: LNDG ON RWY 1L AT DULLES INTL. FO FLYING. LOC AND GS OTS. NO VASI. TOTALLY VISUAL APCH. WIND 300 DEGS AT 15 KTS AND RWY HDG 010 DEGS. TURNED FINAL APPROX 10 MI OUT, 10 DEGS FLAPS AT 3000 FT. MAINTAINED 3000 FT TILL WHAT WOULD HAVE BEEN GS INTERCEPT. EXTENDED GEAR AND ARMED AUTO SPOILERS. MADE PROPER CALLS AND RESPONSES AT 2500 FT, 1000 FT, AND 500 FT. 138 KTS WAS REF SPD AND 146 WAS TARGET SPD WITH WIND FACTOR ADDED IN. PROFILE WAS GOOD AND TARGET SPD MAINTAINED. SELECTED LNDG FLAPS 25 DEGS FROM 20 DEGS APPROX 1500 FT. APCH PROFILE AND SPD NORMAL TILL APPROX 150 FT. NOTED SPD DECAYING TOWARDS 140 KTS AND ADVISED FO WHO RESPONDED BY ADDING SOME PWR. ADVISED FO AT APPROX 100 FT STILL SLIGHTLY SLOW AT APPROX 139 OR 140 KTS. HE RESPONDED BY ADDING MORE PWR. AT APPROX 50-75 FT I DIDN'T LIKE THE FEEL AND LOOK OF THINGS AND PUSHED THE THRUST LEVERS TO THE GAR POS AND AT THE SAME TIME PULLED THE YOKE BACK. APPROX 2-3 SECONDS LATER WE MADE FIRM CONTACT WITH THE RWY. I TOOK CTL OF THE ACFT THROUGHOUT THE REVERSING, BRAKING AND ROLLOUT. AFTER ARR AT GATE WE WERE ADVISED OF A WITNESSED L WING FLAP DAMAGE. DON'T KNOW WHAT CAUSED AIRSPD DECAY OR INABILITY TO FLARE AND CAN'T ADD ANY IDEAS FOR PREVENTION. DO KNOW I SHOULD HAVE WRITTEN A HARD LNDG RPT IN LOGBOOK, BUT THAT POINT SEEMED MOOT AT THE TIME BECAUSE OF THE PHYSICAL EVIDENCE. I RECOMMEND ANYONE WHO SUSPECTS HE WAS INVOLVED IN A HARD LNDG TO WRITE IT UP SO PROPER INSPECTION CAN BE MADE, REGARDLESS IF THERE IS PHYSICAL EVIDENCE OR NOT.

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.