Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors; Aircraft; Environment - Non Weather Related
Primary problem: Weather

Narrative: Flying into ZZZ. Because of the weather we setup for a CAT 2 to Runway XXL. I briefed the CAT 2 off the pages. We were cleared for the approach. I armed the approach. CAT 3; dual. I was looking outside to pick up the runway. We got the Land green. I picked up the lead in lights then the runway. I said landing. At approximately 50 feet the aircraft said retard. I retarded the thrust levers. At approximately 30 feet and descending quickly I realize the aircraft was not going to flare. I pulled back on the stick and we landed firmly. We taxied to the gate. I called the maintenance control person and explained what went on. He look at the data. He said there was a 'momentary glitch' in the FMC. I don't know if we received a flare display and neither does the FO. I think when I said landing the FO also started looking outside. We debriefed the approach and landing sequence. I think also so many of our FOs are very distracted because of the virus situation; the furloughs; etc. If we were in the military it would be a good time for a Safety Stand-down. I understand we can't do that; but it is very tough out here for the line pilots; FA; Gate Agents etc. [I suggest] ensuring everyone does their job all the way to engine shutdown.


Second narrative: On descent into ZZZ we were prepared for an ILS approach to [Runway] XXR when the weather was reporting below minimums for the approach. 3;000 RVR was reported and 4;000 RVR was needed. We requested an approach to XXL which has a CAT 2 ILS approach and were vectored around for the approach. The approach was loaded and CAT 2 autoland procedures briefed. The approach was normal breaking out at about 200 feet with blowing snow but fairly good visibility. As we approached the 40 foot flare point I was distracted and not looking at the PFD. The Captain noticed the aircraft was not flaring and turned off the autopilot and landed the airplane firmly.We briefed the autoland approach and I quickly reviewed the required callouts. I was distracted when we entered visual conditions and my sight was drawn outside the aircraft. I missed the flare annunciation and not sure if it was presented. Captain noticed the lack of flare and took the appropriate action landing the aircraft. If I had called out no flare at 40 feet a go-around probably would have been more appropriate. When conducting autoland approaches the First Officer needs to remain focused on the flight mode annunciator during the whole approach all the way through rollout. Emphasis needs to be placed on this importance during the briefing. We rarely conduct autoland approaches and thus can be overlooked along with the natural tendency to want to look up and out the window when going visual on an approach.


Synopsis: Air carrier flight crew reported a hard landing after the aircraft did not flare during a CAT 3 approach.