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14 Mar 2021 - 737-800, OO-JAY (40944/4431), FF 13/04/2013 (8 Years old), operated by TUI Belgium suffered a tailstrike at at Marrakech 2 May 2018.

The report is in French so forgive any errors in translation, but it appears that the PF (F/O, 500hrs on type) was making a manually flown ILS with F/D off in good weather.

GMMX 021200Z 36004KT 310V090 9999 FEW020 18/06 Q1017 NOSIG=

Runway in use 10

At 200ft the A/C became low but the F/O overcorrected.

At 100ft the F/O reduced the thrust to almost idle.

The Captain applied some thrust but did not take control. The aircraft bounced with spoilers deployed and the Captain took control but continued the landing and the tail struck the runway on the second touchdown.

Conclusions & cause given below (in French)

The full report can be read here.

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OO-JAY Tailstrike

OO-JAY after the incident (photo final report)

CONCLUSIONS
3.1. Faits établis :
✓ La compagnie détient un Certificat technique d’exploitation (AOC) valide ;
✓ L’avion était en état de navigabilité ;
✓ Les conditions météorologiques étaient favorables pour l’atterrissage ;
✓ Les pilotes détenaient les licences et qualifications nécessaires pour entreprendre le vol ;
✓ Ce vol entrait dans le cadre du stage d’intégration du copilote dans la compagnie (SADE) ;
✓ Le copilote avait totalisé 500 heures de vol sur la machine, dont 8 heures pendant les 2 derniers mois ;
✓ Le FD a été éteint lors de la réception de la clearance pour une approche visuelle ;
✓ Le CDB a opté de laisser le copilote corriger lui-même la trajectoire en courte finale ;
✓ L’avion a effectué 2 rebonds avant d’heurter la piste avec le sabot de queue et la structure inférieure, causant des dégâts ayant nécessité l’immobilisation de l’appareil.

3.2. Causes probables de l’accident :
✓ Exécution inappropriée de la procédure d’atterrissage par l’équipage de conduite ;
✓ Correction démesurée de la part de l’OPL pour rattraper la trajectoire d’atterrissage ;
✓ Réaction tardive du CDB pour remédier à cette situation ;
✓ Décision inadéquate du CDB à vouloir continuer l’atterrissage.

3.3. Facteurs contributifs :
✓ Manque d’expérience chez l’OPL ;
✓ Terrain non familier pour l’OPL ;
✓ Manque d’expérience du pilote instructeur TRI.

 

The FCTM states:

Bounced Landing Recovery

Bounced Landing Recovery If higher than idle thrust is maintained through initial touchdown, the automatic speedbrake deployment may be disabled even when the speedbrakes are armed. This can result in a bounced landing. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur. This results in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on a subsequent touchdown.

If the airplane bounces during a landing attempt, hold or re-establish a normal landing attitude and add thrust as necessary to control the rate of descent. Thrust need not be added for a shallow bounce or skip. If a high, hard bounce occurs, initiate a go-around. Manually advance thrust levers to go-around thrust, and verify speedbrakes are retracted. Do not retract the flaps or landing gear until a positive rate of climb is established because a second touchdown may occur during the go-around. When safely airborne continue with the Go-Around and Missed Approach procedure as prescribed in the FCOM/QRH.

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