Narrative:

On approach to ILS 13R (converging landing runways at minimums) at dfw, I performed all the duties as first officer and PNF. At decision height, no approach environment or ground contact was made. I called this to the captain's attention. While still attempting to make visual contact, he flew approximately 200' below our decision height before calling for a missed approach. The flaps were called for 15, gear called up and power was only slightly advanced when he saw the runway. (Still at about 200' below the decision height, 500 AGL.) he then reduced power, called for gear down, and (I believe) placed the flaps to 28 degree himself. It was extremely busy as I tried to finish the landing checklist from very low altitude. We were below 100' when the gear door light finally extinguished itself and he had to level off somewhat and fly down the runway awaiting a safe gear indication. I continually called this to his attention that we did have a gear door light still on about 4 times. The resulting landing was approximately 4000' down the 10000' runway and at about bug plus 20 KTS (150 KTS). Heavy reverse and braking stopped the aircraft quickly and there was no danger of overrunning the end of the runway. I made all required calls, but should have somehow made the captain go around. He seemed intent on landing and didn't realize that there was no way we would avoid flying into 18R airspace by the time he would have started his missed approach. (Very near the end of the runway.)

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Original NASA ASRS Text

Title: F/O REPORTING ALLEGES CAPT INSISTED ON LNDG AND DESCENDED BELOW DECISION HEIGHT TO BRING RWY INTO VIEW.

Narrative: ON APCH TO ILS 13R (CONVERGING LNDG RWYS AT MINIMUMS) AT DFW, I PERFORMED ALL THE DUTIES AS F/O AND PNF. AT DECISION HEIGHT, NO APCH ENVIRONMENT OR GND CONTACT WAS MADE. I CALLED THIS TO THE CAPT'S ATTN. WHILE STILL ATTEMPTING TO MAKE VISUAL CONTACT, HE FLEW APPROX 200' BELOW OUR DECISION HEIGHT BEFORE CALLING FOR A MISSED APCH. THE FLAPS WERE CALLED FOR 15, GEAR CALLED UP AND POWER WAS ONLY SLIGHTLY ADVANCED WHEN HE SAW THE RWY. (STILL AT ABOUT 200' BELOW THE DECISION HEIGHT, 500 AGL.) HE THEN REDUCED POWER, CALLED FOR GEAR DOWN, AND (I BELIEVE) PLACED THE FLAPS TO 28 DEG HIMSELF. IT WAS EXTREMELY BUSY AS I TRIED TO FINISH THE LNDG CHECKLIST FROM VERY LOW ALT. WE WERE BELOW 100' WHEN THE GEAR DOOR LIGHT FINALLY EXTINGUISHED ITSELF AND HE HAD TO LEVEL OFF SOMEWHAT AND FLY DOWN THE RWY AWAITING A SAFE GEAR INDICATION. I CONTINUALLY CALLED THIS TO HIS ATTN THAT WE DID HAVE A GEAR DOOR LIGHT STILL ON ABOUT 4 TIMES. THE RESULTING LNDG WAS APPROX 4000' DOWN THE 10000' RWY AND AT ABOUT BUG PLUS 20 KTS (150 KTS). HEAVY REVERSE AND BRAKING STOPPED THE ACFT QUICKLY AND THERE WAS NO DANGER OF OVERRUNNING THE END OF THE RWY. I MADE ALL REQUIRED CALLS, BUT SHOULD HAVE SOMEHOW MADE THE CAPT GO AROUND. HE SEEMED INTENT ON LNDG AND DIDN'T REALIZE THAT THERE WAS NO WAY WE WOULD AVOID FLYING INTO 18R AIRSPACE BY THE TIME HE WOULD HAVE STARTED HIS MISSED APCH. (VERY NEAR THE END OF THE RWY.)

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.