Narrative:

Ord approach cleared us for the approach to runway 9R, maintain 190 KTS to deana, following a heavy B767. Over 1 mi outside deana, we selected manage speed and slowed to approach speed. Captain disconnected the autoplt at about 800 ft to stay slightly above the GS. Our approach was normal through 50 ft AGL when captain retarded the throttles to idle thrust. At about 30 ft, the aircraft started to sink rapidly. We got a GPWS sink rate warning. Captain added power and went around. The main wheels firmly contacted the runway during the go around. After the missed approach, we leveled at 4000 ft, called the chief purser to make sure everyone was alright. She had checked with the flight attendants in the back and everyone was ok. We returned for an uneventful landing on runway 4R. We did call for the equipment just in case there was any gear or tire damage from our previous go around. We pulled into the runway 27R pad and the emergency crews checked our gear and tires. Everything was ok. We taxied to the gate and spoke to maintenance about the hard landing. Supplemental information from acn 523793: about 800 ft, I disconnected the autoplt to stay slightly above the GS. At 50 ft 'hat' started retarding throttles and about 30 ft, 'hat' noticed a sudden change in sink rate. Noticing that we were caught in wake vortices, initiated a go around. The aircraft touched down at a high sink rate as we accelerated for the GA. I feel that closely following traffic patterns at ord are starting to become tighter and more dangerous. Closely following heavy jets should be avoided.

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Original NASA ASRS Text

Title: A320 CAPT HAD A HARD LNDG AT ORD WHILE GETTING IOE TRAINING.

Narrative: ORD APCH CLRED US FOR THE APCH TO RWY 9R, MAINTAIN 190 KTS TO DEANA, FOLLOWING A HVY B767. OVER 1 MI OUTSIDE DEANA, WE SELECTED MANAGE SPD AND SLOWED TO APCH SPD. CAPT DISCONNECTED THE AUTOPLT AT ABOUT 800 FT TO STAY SLIGHTLY ABOVE THE GS. OUR APCH WAS NORMAL THROUGH 50 FT AGL WHEN CAPT RETARDED THE THROTTLES TO IDLE THRUST. AT ABOUT 30 FT, THE ACFT STARTED TO SINK RAPIDLY. WE GOT A GPWS SINK RATE WARNING. CAPT ADDED PWR AND WENT AROUND. THE MAIN WHEELS FIRMLY CONTACTED THE RWY DURING THE GAR. AFTER THE MISSED APCH, WE LEVELED AT 4000 FT, CALLED THE CHIEF PURSER TO MAKE SURE EVERYONE WAS ALRIGHT. SHE HAD CHKED WITH THE FLT ATTENDANTS IN THE BACK AND EVERYONE WAS OK. WE RETURNED FOR AN UNEVENTFUL LNDG ON RWY 4R. WE DID CALL FOR THE EQUIP JUST IN CASE THERE WAS ANY GEAR OR TIRE DAMAGE FROM OUR PREVIOUS GAR. WE PULLED INTO THE RWY 27R PAD AND THE EMER CREWS CHKED OUR GEAR AND TIRES. EVERYTHING WAS OK. WE TAXIED TO THE GATE AND SPOKE TO MAINT ABOUT THE HARD LNDG. SUPPLEMENTAL INFO FROM ACN 523793: ABOUT 800 FT, I DISCONNECTED THE AUTOPLT TO STAY SLIGHTLY ABOVE THE GS. AT 50 FT 'HAT' STARTED RETARDING THROTTLES AND ABOUT 30 FT, 'HAT' NOTICED A SUDDEN CHANGE IN SINK RATE. NOTICING THAT WE WERE CAUGHT IN WAKE VORTICES, INITIATED A GAR. THE ACFT TOUCHED DOWN AT A HIGH SINK RATE AS WE ACCELERATED FOR THE GA. I FEEL THAT CLOSELY FOLLOWING TFC PATTERNS AT ORD ARE STARTING TO BECOME TIGHTER AND MORE DANGEROUS. CLOSELY FOLLOWING HVY JETS SHOULD BE AVOIDED.

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.