Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Last 90 Days 74.93; Flight Crew Total 726.30; Flight Crew Type 726.30
Physiological - Other; Communication Breakdown; Situational Awareness; Training / Qualification
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach
General Maintenance Action
Environment - Non Weather Related; Human Factors
This flight was the first leg of a four day for the Captain and I. The Captain said he would be the pilot flying; that I would be pilot monitoring and he briefed everything up; including threats. We made each other aware of our lack of recent flying experience and lack of proficiency. I informed him that I only have a little over 700 hours on type; that most of that time was trans-cons prior to the pandemic and that I haven't flown much in the past twelve months. I also informed him to the best of my knowledge this would be my first time flying into ZZZZ [Airport]. We agreed that we would take things slow and that we were doing everything correctly. Our taxi out; take off; departure and cruise were routine and uneventful. Approximately twenty minutes prior to the Top of Descent the Captain briefed our descent and approach into ZZZZ and we ran the descent checklist. Center gave us a descent; followed by descend via the X Arrival. We were handed off to approach and told to expect the VOR [Runway] X; after ZZZZZ [Intersection] to fly present heading for a vector to the VOR approach. Prior to ZZZZZ the Captain called for flaps 1; After ZZZZZ he called flaps 5; slowed to 190 knots and approach gave us the vector and cleared us for the VOR X approach. We were at or near the final approach fix when the Captain called gear down; flaps fifteen followed by flaps 30 landing checklist. I set final approach altitude; we were VOR/LOC and VNAV descending per the approach and slowing to our vref of 156 knots. At 1000 feet we were fully configured; and I believe we were at 165 knots. I called 1000 feet; the Captain was task saturated so I said 1;000 feet; set missed approach altitude and said cleared to land. I noticed VNAV had kicked off; I verbalized it and re-selected VNAV; I thought it went to VNAV PTH; but in our debrief I learned it went to VNAV SPD. Between 1;000 and 500 feet the fastest speed I saw was 170 knots. At 500 feet I called 500 feet and saw 171 knots and almost called a go-around. I called 15 knots fast; the Captain said correcting and I saw the speed slowly begin to decrease. I was focused on airspeed as we were at the limit for a stabilized approach and I was looking at the runway as I was concerned; we were going to be high. We continued our approach and I was beginning to become uncomfortable; at approximately 200 feet I noticed we were at 170 knots (it may have been a couple knots faster) but 170 is what I recall.  At approximately 200 feet I called that we were high and fast; the Captain said correcting and I saw the speed slowly begin to decrease and he pitched down to correct. At approximately 100 feet I wanted to call for a go-around as we were fast; 170 knots or faster; however I was unable to verbalize it. We touched down hard and flat; we may have had a small bounce; but I don't believe that we did. The Captain deployed the reverser's and we made a normal exit onto taxiway and proceeded to parking. Upon parking; we debriefed this event; we both conducted thorough post flight inspections of the exterior. To the best of our knowledge the aircraft was nott damaged. The Captain contacted Maintenance and they wrote up the hard landing. The Captain also called the Duty Manager.Factors that led to this event were both of our lack of recent flying experience; unfamiliar airport; night operation; Runway X PAPI out of service; the change from VNAV PTH to VNAV SPD and I did not call for a go-around.I have learned from this event and will call for a go-around if I become uncomfortable or we become unstable in the future.
We were flying into ZZZZ [Airport] on the VOR [Runway] X approach at night. I had not flown for a year. Currency was a factor.  While on approach I configured on time and landing checklist was called for and completed.  At 500 feet we were 15 knots fast (171 knots) and the FO said we are fast. I said correcting. At 200 feet I was 17 knots (173 knots) fast the FO said we are fast; I tried to correct.  Also; at 200 feet the FO called out high. I over corrected and landed abruptly from 50 feet to touch down. I do not believe this was a bounced landing but may have been. Our pitch was flat; and we landed main gear first. Our descent rate from 50 feet to 0 feet was extreme.  The failure of myself or as a crew to not call a Go Around was the primary mitigating factor.  Also executing an off center VOR approach with a PAPI OTS at night was a factor. I felt I was not high but in reality; it was due to lack of visible surroundings. Furthermore; the VOR approach only gave guidance to 1;054 feet MSL. To further complicate issues the VNAV disconnected. So; in essence we were left minimal visual guidance. Winds were 20 knots reported and was another factor. My FO stated he was about to call for go-around at 500 feet and 200 feet; but neither of us did. After landing we taxied in normally. We both did several post flight inspections. I also notified Maintenance and the Duty Pilot of the events. This was the first leg of a 4 day with an FO I've never flown with. All briefings were completed. The FO and I discussed before departure how infrequently we have flown due to the pandemic. He had never been to ZZZ [Airport]. I had not been in 2 years. All approach briefings were concluded in a timely manner. The STAR in use was the X arrival. After ZZZZZ [Intersection] we were instructed to fly present heading for radar vectors to join the VOR X LOC. The VOR approach X is a very tricky approach. It is offset with limited visual guidance. Flaps 1 was initiated prior to ZZZZZ. Flaps 5 was initiated after ZZZZZ. Best to our knowledge we were configured by the FAF. The FMA was showing VOR/LOC and VNAV path commencement to approach; at some point we lost VNAV path and went to VNAV speed. I accomplished a LAVS check but did not add 2 and 4 mile rings. I may have gotten very close to exceeding flaps 30 speed. I also believe my flare was minimal at best. Having a PAPI would have been beneficial.
Air carrier flight crew reported an unstable approach and a hard landing.  Both pilots reported lack of flying as a contributing factor.