Narrative:

Las arrs were to runway 25L, ATIS information 'I' indicated 92 degrees-F, wind calm, no ceiling/cloud data. Approximately 13 mi out, after being cleared for a visual approach, we were asked to slow to allow for an L-1011 departure off runway 7L. Approximately 8-9 mi out, we were given normal speed, an apology, and told the L-1011 was unable departure due to tailwind. I questioned the flight engineer about accuracy of ATIS information and subsequently requested current winds from approach. 220 degrees/20 KTS, no mention of gust. While conferring with the flight engineer about wind information, the first officer noticed an amber windshear alert (flashing). We decided to add 5 KTS to our target speed for increased margin and continued to monitor airspeed, vertical speed, and temperatures. No additional windshear alerts or any abnormals/deviations were noticed or encountered until the landing flare. Our original landing clearance to runway 25L was canceled and cleared to land runway 25R. Hold short of runway 19L. (Change occurred 3-4 mi out). Engines were still spooled up at onset of flare, we were fully configured and stable. Neither the flight engineer or myself noticed any deviations at 100 ft or 50 ft afl. At about 30 ft afl. I noticed an increase in sink rate for which the first officer had added power. Checking airspeed I found it decreasing rapidly below reference and vertical speed accelerating to greater than 1000 FPM down. I did not call out the speed deviation since the first officer had already applied power. I did call out 'sink' for which he rotated to an estimated 12-15 degrees nose up. Vertical descent continued to increase with tail section of aircraft contacting runway at or near 1000 ft mark. Aircraft did not appear to bounce. Rollout and taxi to gate were normal. Windshear inoperative light was illuminated after landing (possible during final approach as well). There were no known passenger injuries. Damage to aircraft tailskid, #3 VHF antenna, aft drain mast. Ironically, we had reviewed wind shear alerts and procedures en route. Ground personnel told us that winds were calm just mins prior to our arrival. Sequence report indicated virga in the area. The flashing amber wind shear alert indicated 'increasing performance,' not decreasing. While I didn't notice any deviations in the approach/initial landing flare, the sidestep maneuver, a departure prior to our landing and tuning the ILS frequency (due to runway change) to eliminate GS announcement were distrs.

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Original NASA ASRS Text

Title: FO OF LGT MADE HARD LNDG DUE TO WIND SHEAR RESULTING IN DAMAGE TO THE TAILSKID, ANTENNA MAST, AND AFT DRAIN.

Narrative: LAS ARRS WERE TO RWY 25L, ATIS INFO 'I' INDICATED 92 DEGS-F, WIND CALM, NO CEILING/CLOUD DATA. APPROX 13 MI OUT, AFTER BEING CLRED FOR A VISUAL APCH, WE WERE ASKED TO SLOW TO ALLOW FOR AN L-1011 DEP OFF RWY 7L. APPROX 8-9 MI OUT, WE WERE GIVEN NORMAL SPD, AN APOLOGY, AND TOLD THE L-1011 WAS UNABLE DEP DUE TO TAILWIND. I QUESTIONED THE FE ABOUT ACCURACY OF ATIS INFO AND SUBSEQUENTLY REQUESTED CURRENT WINDS FROM APCH. 220 DEGS/20 KTS, NO MENTION OF GUST. WHILE CONFERRING WITH THE FE ABOUT WIND INFO, THE FO NOTICED AN AMBER WINDSHEAR ALERT (FLASHING). WE DECIDED TO ADD 5 KTS TO OUR TARGET SPD FOR INCREASED MARGIN AND CONTINUED TO MONITOR AIRSPD, VERT SPD, AND TEMPS. NO ADDITIONAL WINDSHEAR ALERTS OR ANY ABNORMALS/DEVS WERE NOTICED OR ENCOUNTERED UNTIL THE LNDG FLARE. OUR ORIGINAL LNDG CLRNC TO RWY 25L WAS CANCELED AND CLRED TO LAND RWY 25R. HOLD SHORT OF RWY 19L. (CHANGE OCCURRED 3-4 MI OUT). ENGS WERE STILL SPOOLED UP AT ONSET OF FLARE, WE WERE FULLY CONFIGURED AND STABLE. NEITHER THE FE OR MYSELF NOTICED ANY DEVS AT 100 FT OR 50 FT AFL. AT ABOUT 30 FT AFL. I NOTICED AN INCREASE IN SINK RATE FOR WHICH THE FO HAD ADDED PWR. CHKING AIRSPD I FOUND IT DECREASING RAPIDLY BELOW REF AND VERT SPD ACCELERATING TO GREATER THAN 1000 FPM DOWN. I DID NOT CALL OUT THE SPD DEV SINCE THE FO HAD ALREADY APPLIED PWR. I DID CALL OUT 'SINK' FOR WHICH HE ROTATED TO AN ESTIMATED 12-15 DEGS NOSE UP. VERT DSCNT CONTINUED TO INCREASE WITH TAIL SECTION OF ACFT CONTACTING RWY AT OR NEAR 1000 FT MARK. ACFT DID NOT APPEAR TO BOUNCE. ROLLOUT AND TAXI TO GATE WERE NORMAL. WINDSHEAR INOP LIGHT WAS ILLUMINATED AFTER LNDG (POSSIBLE DURING FINAL APCH AS WELL). THERE WERE NO KNOWN PAX INJURIES. DAMAGE TO ACFT TAILSKID, #3 VHF ANTENNA, AFT DRAIN MAST. IRONICALLY, WE HAD REVIEWED WIND SHEAR ALERTS AND PROCS ENRTE. GND PERSONNEL TOLD US THAT WINDS WERE CALM JUST MINS PRIOR TO OUR ARR. SEQUENCE RPT INDICATED VIRGA IN THE AREA. THE FLASHING AMBER WIND SHEAR ALERT INDICATED 'INCREASING PERFORMANCE,' NOT DECREASING. WHILE I DIDN'T NOTICE ANY DEVS IN THE APCH/INITIAL LNDG FLARE, THE SIDESTEP MANEUVER, A DEP PRIOR TO OUR LNDG AND TUNING THE ILS FREQ (DUE TO RWY CHANGE) TO ELIMINATE GS ANNOUNCEMENT WERE DISTRS.

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.