FLC OF B747-100 MAKES A HARD LNDG RESULTING IN FLAP DAMAGE.

Narrative

I WAS THE FO AND PNF ON FIRST LEG OF A CHARTER FROM MIAMI TO TTPP. THE ACFT A B747-100 WAS CLOSE TO MAX LNDG WT ABOUT 578000 LBS (ACTUAL) AND 25 DEGS OF FLAP. IT WAS NIGHTTIME; THE WX GOOD; MORE THAN 7 MI VISIBILITY AND THE WIND CALM. WE WERE CLRED TO LAND ON RWY 10. THE CAPT FLEW THE ILS TO THE RWY. ALL PARAMETERS WERE NORMAL. ABOUT 800 FT SINK RATE THE MOST I SAW. AT THE THRESHOLD HE WAS ON BUG SPD. AS THE FE CALLED OUT THE HT ABOVE RWY 100 FT -- 50 FT; THE CAPT FLARED BUT THE ACFT DID NOT AND THE ACFT LANDED HARDER THAN USUAL. ACFT DID NOT DEVIATE FROM CTRLINE; BUT CONTINUED DOWN THE RWY. UPON COMMAND FLAPS WERE RETRACTED AND ALL INDICATIONS WERE NORMAL. FLAP INDICATORS READ ZERO AND NO LIGHTS. BUT ON POSTFLT; R INBOUND FLAPS WERE FOUND PARTIALLY EXTENDED AND DAMAGE TO THE CANOE WAS SUSTAINED. ACFT WAS GROUNDED AT THAT TIME. THE WHOLE CREW HAD COMMERCIAL (DEADHEAD) TO MIAMI TO START THE TRIP FROM DIFFERENT CITIES. ON ARR TO PORT OF SPAIN; WE WERE ALREADY ON DUTY 12 HRS FOR A FLT THAT TOOK 3 1/2 HRS WITH A SECOND LEG OF 5 1/2 HRS TO GO. CREWS SHOULD NOT START A TRIP WITHOUT PROPER REST SO COMMERCIALLING A CREW INTO TRIPS SHOULD BE BANNED.