Narrative:

On left downwind at 11000 ft, we changed approach controllers and were offered runway 16 and accepted it. We were then quickly told we would expect a delay to that runway. We then requested runway 17R and were cleared for the visual to runway 17R. The approach was continued, flaps and gear were extended on schedule. The airport was clearly visible throughout the maneuver. Lights for runway 17L were on high. The terminal was clearly visible. Runway 17R was not visible. We lined up to land on the lit runway. PAPI and GS agreed. We were cleared to land on runway 17R. New winds were reported at 190 degree at 25 KTS, target speed now 151. The aircraft was configured fully and the approach stable. The landing checklist was completed above 1000 ft. Both radios were tuned manually to runway 17R localizer, map display on. We both realized there was no localizer capture, and that we were lined up on runway 17L. We discussed a go around or obtaining a new landing clearance. We asked for and received a landing clearance for runway 17L prior to 500 ft. We continued stable on the approach and PAPI. At approximately 500 ft, GS aural warning was heard. It was canceled and noted it was for the parallel runway. At approximately 100 ft, we received a GPWS sink rate warning, the PF made corrective action. At 50 ft on profile and over the threshold the airspeed deteriorated and the callout was made. The PF added thrust, the captain immediately added maximum thrust while pushing forward on the yoke. A hard landing was made. We did not suspect any external damage to the aircraft till after arriving at the gate and being told by ground personnel.

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Original NASA ASRS Text

Title: FLC OF AN MLG MADE HARD LNDG CAUSING DAMAGE TO THE BOTTOM TAIL SECTION OF THE FUSELAGE.

Narrative: ON L DOWNWIND AT 11000 FT, WE CHANGED APCH CTLRS AND WERE OFFERED RWY 16 AND ACCEPTED IT. WE WERE THEN QUICKLY TOLD WE WOULD EXPECT A DELAY TO THAT RWY. WE THEN REQUESTED RWY 17R AND WERE CLRED FOR THE VISUAL TO RWY 17R. THE APCH WAS CONTINUED, FLAPS AND GEAR WERE EXTENDED ON SCHEDULE. THE ARPT WAS CLRLY VISIBLE THROUGHOUT THE MANEUVER. LIGHTS FOR RWY 17L WERE ON HIGH. THE TERMINAL WAS CLRLY VISIBLE. RWY 17R WAS NOT VISIBLE. WE LINED UP TO LAND ON THE LIT RWY. PAPI AND GS AGREED. WE WERE CLRED TO LAND ON RWY 17R. NEW WINDS WERE RPTED AT 190 DEG AT 25 KTS, TARGET SPD NOW 151. THE ACFT WAS CONFIGURED FULLY AND THE APCH STABLE. THE LNDG CHKLIST WAS COMPLETED ABOVE 1000 FT. BOTH RADIOS WERE TUNED MANUALLY TO RWY 17R LOC, MAP DISPLAY ON. WE BOTH REALIZED THERE WAS NO LOC CAPTURE, AND THAT WE WERE LINED UP ON RWY 17L. WE DISCUSSED A GAR OR OBTAINING A NEW LNDG CLRNC. WE ASKED FOR AND RECEIVED A LNDG CLRNC FOR RWY 17L PRIOR TO 500 FT. WE CONTINUED STABLE ON THE APCH AND PAPI. AT APPROX 500 FT, GS AURAL WARNING WAS HEARD. IT WAS CANCELED AND NOTED IT WAS FOR THE PARALLEL RWY. AT APPROX 100 FT, WE RECEIVED A GPWS SINK RATE WARNING, THE PF MADE CORRECTIVE ACTION. AT 50 FT ON PROFILE AND OVER THE THRESHOLD THE AIRSPD DETERIORATED AND THE CALLOUT WAS MADE. THE PF ADDED THRUST, THE CAPT IMMEDIATELY ADDED MAX THRUST WHILE PUSHING FORWARD ON THE YOKE. A HARD LNDG WAS MADE. WE DID NOT SUSPECT ANY EXTERNAL DAMAGE TO THE ACFT TILL AFTER ARRIVING AT THE GATE AND BEING TOLD BY GND PERSONNEL.

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.