Narrative:

3/91, my captain and I was making an INS approach to runway 32R at ord. I was the first officer and PF of this flight. As we descended from 4000' MSL on the glide path, we began to encounter moderate clear ice. Although all the anti-icing equipment was turned on, the aircraft could not shed what ice was accumulating. We then increased our reference speed at threshold (vat/bug) by 10 KTS, which is standard company practice for ice accumulation. Just inside the OM, I called for, 'flaps 5 (degrees) and gear down.' we both saw the gear come down and then lock, but flaps remained at 0. I then called for, 'flaps 15, propellers 1675 (RPM) and before landing checks.' after the checks were completed, the captain stated that the flaps were frozen at 0 and decided to continue the approach since we were no longer accumulating ice rather than risk reentering ice conditions by executing a missed approach. We then increased our bug speed an additional amount per the checklist due to the flaps being inoperative. Several reports of wind shear of -10 KTS at several altitudes were given by pilots on the approach ahead. We encountered the same, so as I flew the aircraft, the captain worked the power levers. At 100' above the T/D zone and crossing the threshold, the captain called, '100' to go, vat +10.' I verified the bug+10 KT call. At approximately 40' above T/D, we encountered a downward force similar to a microburst, which resulted in a hard landing, even though power was added. No stall warnings were activated, even though all were operable. Upon inspection of the rear of the aircraft, 2 fiberglass fairings were gone and a small crack in the fuselage was discovered. No injuries were sustained and no complaints of the hard landing were aired.

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Original NASA ASRS Text

Title: COMMUTER LTT MADE A HARD LNDG AT ORD, DAMAGING THE ACFT.

Narrative: 3/91, MY CAPT AND I WAS MAKING AN INS APCH TO RWY 32R AT ORD. I WAS THE F/O AND PF OF THIS FLT. AS WE DSNDED FROM 4000' MSL ON THE GLIDE PATH, WE BEGAN TO ENCOUNTER MODERATE CLEAR ICE. ALTHOUGH ALL THE ANTI-ICING EQUIP WAS TURNED ON, THE ACFT COULD NOT SHED WHAT ICE WAS ACCUMULATING. WE THEN INCREASED OUR REF SPD AT THRESHOLD (VAT/BUG) BY 10 KTS, WHICH IS STANDARD COMPANY PRACTICE FOR ICE ACCUMULATION. JUST INSIDE THE OM, I CALLED FOR, 'FLAPS 5 (DEGS) AND GEAR DOWN.' WE BOTH SAW THE GEAR COME DOWN AND THEN LOCK, BUT FLAPS REMAINED AT 0. I THEN CALLED FOR, 'FLAPS 15, PROPS 1675 (RPM) AND BEFORE LNDG CHKS.' AFTER THE CHKS WERE COMPLETED, THE CAPT STATED THAT THE FLAPS WERE FROZEN AT 0 AND DECIDED TO CONTINUE THE APCH SINCE WE WERE NO LONGER ACCUMULATING ICE RATHER THAN RISK REENTERING ICE CONDITIONS BY EXECUTING A MISSED APCH. WE THEN INCREASED OUR BUG SPD AN ADDITIONAL AMOUNT PER THE CHKLIST DUE TO THE FLAPS BEING INOP. SEVERAL RPTS OF WIND SHEAR OF -10 KTS AT SEVERAL ALTS WERE GIVEN BY PLTS ON THE APCH AHEAD. WE ENCOUNTERED THE SAME, SO AS I FLEW THE ACFT, THE CAPT WORKED THE PWR LEVERS. AT 100' ABOVE THE T/D ZONE AND XING THE THRESHOLD, THE CAPT CALLED, '100' TO GO, VAT +10.' I VERIFIED THE BUG+10 KT CALL. AT APPROX 40' ABOVE T/D, WE ENCOUNTERED A DOWNWARD FORCE SIMILAR TO A MICROBURST, WHICH RESULTED IN A HARD LNDG, EVEN THOUGH PWR WAS ADDED. NO STALL WARNINGS WERE ACTIVATED, EVEN THOUGH ALL WERE OPERABLE. UPON INSPECTION OF THE REAR OF THE ACFT, 2 FIBERGLASS FAIRINGS WERE GONE AND A SMALL CRACK IN THE FUSELAGE WAS DISCOVERED. NO INJURIES WERE SUSTAINED AND NO COMPLAINTS OF THE HARD LNDG WERE AIRED.

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.