FLC OF AN MLG MADE HARD LNDG CAUSING DAMAGE TO THE BOTTOM TAIL SECTION OF THE FUSELAGE.

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ON L DOWNWIND AT 11000 FT; WE CHANGED APCH CTLRS AND WERE OFFERED RWY 16 AND ACCEPTED IT. WE WERE THEN QUICKLY TOLD WE WOULD EXPECT A DELAY TO THAT RWY. WE THEN REQUESTED RWY 17R AND WERE CLRED FOR THE VISUAL TO RWY 17R. THE APCH WAS CONTINUED; FLAPS AND GEAR WERE EXTENDED ON SCHEDULE. THE ARPT WAS CLRLY VISIBLE THROUGHOUT THE MANEUVER. LIGHTS FOR RWY 17L WERE ON HIGH. THE TERMINAL WAS CLRLY VISIBLE. RWY 17R WAS NOT VISIBLE. WE LINED UP TO LAND ON THE LIT RWY. PAPI AND GS AGREED. WE WERE CLRED TO LAND ON RWY 17R. NEW WINDS WERE RPTED AT 190 DEG AT 25 KTS; TARGET SPD NOW 151. THE ACFT WAS CONFIGURED FULLY AND THE APCH STABLE. THE LNDG CHKLIST WAS COMPLETED ABOVE 1000 FT. BOTH RADIOS WERE TUNED MANUALLY TO RWY 17R LOC; MAP DISPLAY ON. WE BOTH REALIZED THERE WAS NO LOC CAPTURE; AND THAT WE WERE LINED UP ON RWY 17L. WE DISCUSSED A GAR OR OBTAINING A NEW LNDG CLRNC. WE ASKED FOR AND RECEIVED A LNDG CLRNC FOR RWY 17L PRIOR TO 500 FT. WE CONTINUED STABLE ON THE APCH AND PAPI. AT APPROX 500 FT; GS AURAL WARNING WAS HEARD. IT WAS CANCELED AND NOTED IT WAS FOR THE PARALLEL RWY. AT APPROX 100 FT; WE RECEIVED A GPWS SINK RATE WARNING; THE PF MADE CORRECTIVE ACTION. AT 50 FT ON PROFILE AND OVER THE THRESHOLD THE AIRSPD DETERIORATED AND THE CALLOUT WAS MADE. THE PF ADDED THRUST; THE CAPT IMMEDIATELY ADDED MAX THRUST WHILE PUSHING FORWARD ON THE YOKE. A HARD LNDG WAS MADE. WE DID NOT SUSPECT ANY EXTERNAL DAMAGE TO THE ACFT TILL AFTER ARRIVING AT THE GATE AND BEING TOLD BY GND PERSONNEL.