Flight crew of B747-100 makes a hard landing resulting in flap damage.

Attributes
ACN	393254
Time
Date	199802
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : pos
State Reference	FO
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : sju
Operator	common carrier : air carrier
Make Model Name	B747-100
Operating Under FAR Part	Part 121
Flight Phase	landing other
Route In Use	enroute : other oceanic
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 185 flight time total : 13500 flight time type : 1750
ASRS Report	393254
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	conflict : ground critical other anomaly other
Independent Detector	other other : unspecified
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I was the first officer and PNF on first leg of a charter from miami to ttpp. The aircraft a B747-100 was close to maximum landing weight about 578000 pounds (actual) and 25 degrees of flap. It was nighttime, the WX good, more than 7 mi visibility and the wind calm. We were cleared to land on runway 10. The captain flew the ILS to the runway. All parameters were normal. About 800 ft sink rate the most I saw. At the threshold he was on bug speed. As the flight engineer called out the ht above runway 100 ft -- 50 ft, the captain flared but the aircraft did not and the aircraft landed harder than usual. Aircraft did not deviate from centerline, but continued down the runway. Upon command flaps were retracted and all indications were normal. Flap indicators read zero and no lights. But on postflt, right inbound flaps were found partially extended and damage to the canoe was sustained. Aircraft was grounded at that time. The whole crew had commercial (deadhead) to miami to start the trip from different cities. On arrival to port of spain, we were already on duty 12 hours for a flight that took 3 1/2 hours with a second leg of 5 1/2 hours to go. Crews should not start a trip without proper rest so commercialling a crew into trips should be banned.

Original NASA ASRS Text

Title: FLC OF B747-100 MAKES A HARD LNDG RESULTING IN FLAP DAMAGE.

Narrative: I WAS THE FO AND PNF ON FIRST LEG OF A CHARTER FROM MIAMI TO TTPP. THE ACFT A B747-100 WAS CLOSE TO MAX LNDG WT ABOUT 578000 LBS (ACTUAL) AND 25 DEGS OF FLAP. IT WAS NIGHTTIME, THE WX GOOD, MORE THAN 7 MI VISIBILITY AND THE WIND CALM. WE WERE CLRED TO LAND ON RWY 10. THE CAPT FLEW THE ILS TO THE RWY. ALL PARAMETERS WERE NORMAL. ABOUT 800 FT SINK RATE THE MOST I SAW. AT THE THRESHOLD HE WAS ON BUG SPD. AS THE FE CALLED OUT THE HT ABOVE RWY 100 FT -- 50 FT, THE CAPT FLARED BUT THE ACFT DID NOT AND THE ACFT LANDED HARDER THAN USUAL. ACFT DID NOT DEVIATE FROM CTRLINE, BUT CONTINUED DOWN THE RWY. UPON COMMAND FLAPS WERE RETRACTED AND ALL INDICATIONS WERE NORMAL. FLAP INDICATORS READ ZERO AND NO LIGHTS. BUT ON POSTFLT, R INBOUND FLAPS WERE FOUND PARTIALLY EXTENDED AND DAMAGE TO THE CANOE WAS SUSTAINED. ACFT WAS GROUNDED AT THAT TIME. THE WHOLE CREW HAD COMMERCIAL (DEADHEAD) TO MIAMI TO START THE TRIP FROM DIFFERENT CITIES. ON ARR TO PORT OF SPAIN, WE WERE ALREADY ON DUTY 12 HRS FOR A FLT THAT TOOK 3 1/2 HRS WITH A SECOND LEG OF 5 1/2 HRS TO GO. CREWS SHOULD NOT START A TRIP WITHOUT PROPER REST SO COMMERCIALLING A CREW INTO TRIPS SHOULD BE BANNED.

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.