Narrative:

Landing short runway 3R at dtw, #1 radar altimeter was inoperative, causing the flare tones and GS warning of the GPWS to be inoperative. The approach was rushed due to a close turn-on that was overshot requiring a 120 degree turn back to final. Radar vector had us on a 90 degree intercept to final. Minimum WX conditions should have a long final, 8-10 mi, so aircraft could be stabilized on final and so autoplt and autoland could be used. Supplemental information from acn 390342: en route to dtw captain radio altimeter was giving false indications at FL370 resulting in GPWS pull up warning. Pulled captain radio altimeter circuit breaker (reviewed MEL) causing GPWS and flare tones to be inoperative. At decision ht still on GS, on glide path, I called 'minimums' followed shortly by 'runway in sight' (saw green runway end lights). Captain called 'landing.' we were slightly left, I watched the captain correct, at 100 ft to touchdown I called 'we're low,' we touched down slightly left of centerline and early (with no captain radio altimeter, GPWS and flare tones were inoperative). Rollout and all engine indications were normal. With no GPWS, no below GS warnings available. Also this was a 150 ft wide runway, we normally land on wider runways, a narrow runway would give the appearance of being higher. Supplemental information from acn 390345: during an ILS approach to minimums, the captain lost control of the aircraft below 200 ft AGL decision ht. He went below the GS and to the left of course. The landing was hard and short. We destroyed threshold lights and runway lights. No damage to aircraft. The GPWS was not working. The flight director was used and the approach was hand flown.

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Original NASA ASRS Text

Title: AN ACR B747 FLC TOUCHED DOWN SHORT OF THE THRESHOLD DESTROYING A NUMBER OF LIGHTS, BUT WITH NO INJURIES OR DAMAGE TO THE ACFT.

Narrative: LNDG SHORT RWY 3R AT DTW, #1 RADAR ALTIMETER WAS INOP, CAUSING THE FLARE TONES AND GS WARNING OF THE GPWS TO BE INOP. THE APCH WAS RUSHED DUE TO A CLOSE TURN-ON THAT WAS OVERSHOT REQUIRING A 120 DEG TURN BACK TO FINAL. RADAR VECTOR HAD US ON A 90 DEG INTERCEPT TO FINAL. MINIMUM WX CONDITIONS SHOULD HAVE A LONG FINAL, 8-10 MI, SO ACFT COULD BE STABILIZED ON FINAL AND SO AUTOPLT AND AUTOLAND COULD BE USED. SUPPLEMENTAL INFO FROM ACN 390342: ENRTE TO DTW CAPT RADIO ALTIMETER WAS GIVING FALSE INDICATIONS AT FL370 RESULTING IN GPWS PULL UP WARNING. PULLED CAPT RADIO ALTIMETER CIRCUIT BREAKER (REVIEWED MEL) CAUSING GPWS AND FLARE TONES TO BE INOP. AT DECISION HT STILL ON GS, ON GLIDE PATH, I CALLED 'MINIMUMS' FOLLOWED SHORTLY BY 'RWY IN SIGHT' (SAW GREEN RWY END LIGHTS). CAPT CALLED 'LNDG.' WE WERE SLIGHTLY L, I WATCHED THE CAPT CORRECT, AT 100 FT TO TOUCHDOWN I CALLED 'WE'RE LOW,' WE TOUCHED DOWN SLIGHTLY L OF CTRLINE AND EARLY (WITH NO CAPT RADIO ALTIMETER, GPWS AND FLARE TONES WERE INOP). ROLLOUT AND ALL ENG INDICATIONS WERE NORMAL. WITH NO GPWS, NO BELOW GS WARNINGS AVAILABLE. ALSO THIS WAS A 150 FT WIDE RWY, WE NORMALLY LAND ON WIDER RWYS, A NARROW RWY WOULD GIVE THE APPEARANCE OF BEING HIGHER. SUPPLEMENTAL INFO FROM ACN 390345: DURING AN ILS APCH TO MINIMUMS, THE CAPT LOST CTL OF THE ACFT BELOW 200 FT AGL DECISION HT. HE WENT BELOW THE GS AND TO THE L OF COURSE. THE LNDG WAS HARD AND SHORT. WE DESTROYED THRESHOLD LIGHTS AND RWY LIGHTS. NO DAMAGE TO ACFT. THE GPWS WAS NOT WORKING. THE FLT DIRECTOR WAS USED AND THE APCH WAS HAND FLOWN.

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.