Bounced landing, attempting to go around, aircraft tail skid struck ground.

Attributes
ACN	108684
Time
Date	198904
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : slc
State Reference	UT
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	landing other
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 170 flight time total : 11000 flight time type : 1500
ASRS Report	108684
Person 2
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : atp pilot : flight engineer pilot : cfi
Experience	flight time last 90 days : 237 flight time total : 10543 flight time type : 3491
ASRS Report	108938
Events
Anomaly	aircraft equipment problem : critical other anomaly other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : regained aircraft control other other
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

After experiencing wind shear below 50'. The landing was bounced. The speed brake started to deploy in the air during the bounce. I immediately retracted the speed brake and increased power to go around thrust and initiated a go around. During the go around the aircraft contacted the runway and we subsequently noticed the tail skid light on. The tail skid and a drain mast were damaged. If the automatic speed brakes had not deployed in the air, an uneventful recovery or go around could have been performed. The large transport automatic speed brake system should be modified so that it cannot deploy in the air--or it should not be used at all. Supplemental information from acn 108938: the loss of airspeed on the initial approach to runway 34R may have been caused by flaring slightly early, combined with a early reduction in thrust. Wind shear may have been a contributing factor. Land weight considerations require that weight reductions penalties to the maximum allowable landing weight be taken if the automatic speed brake extension system is inoperative. I believe that manual speed brake operation should become SOP and that this penalty to landing weight be taken. If this penalty would not allow operation into a certain airport or runway, then the captain should have the option of landing with the automatic speed brake system armed at the higher gross weight. Quicker perception of the decreasing airspeed on the first approach would have been helpful. All other perception, judgements, decision and actions were correct.

Original NASA ASRS Text

Title: BOUNCED LNDG, ATTEMPTING TO GO AROUND, ACFT TAIL SKID STRUCK GND.

Narrative: AFTER EXPERIENCING WIND SHEAR BELOW 50'. THE LNDG WAS BOUNCED. THE SPD BRAKE STARTED TO DEPLOY IN THE AIR DURING THE BOUNCE. I IMMEDIATELY RETRACTED THE SPD BRAKE AND INCREASED PWR TO GO AROUND THRUST AND INITIATED A GAR. DURING THE GAR THE ACFT CONTACTED THE RWY AND WE SUBSEQUENTLY NOTICED THE TAIL SKID LIGHT ON. THE TAIL SKID AND A DRAIN MAST WERE DAMAGED. IF THE AUTO SPD BRAKES HAD NOT DEPLOYED IN THE AIR, AN UNEVENTFUL RECOVERY OR GAR COULD HAVE BEEN PERFORMED. THE LGT AUTO SPD BRAKE SYS SHOULD BE MODIFIED SO THAT IT CANNOT DEPLOY IN THE AIR--OR IT SHOULD NOT BE USED AT ALL. SUPPLEMENTAL INFO FROM ACN 108938: THE LOSS OF AIRSPD ON THE INITIAL APCH TO RWY 34R MAY HAVE BEEN CAUSED BY FLARING SLIGHTLY EARLY, COMBINED WITH A EARLY REDUCTION IN THRUST. WIND SHEAR MAY HAVE BEEN A CONTRIBUTING FACTOR. LAND WT CONSIDERATIONS REQUIRE THAT WT REDUCTIONS PENALTIES TO THE MAX ALLOWABLE LNDG WT BE TAKEN IF THE AUTOMATIC SPD BRAKE EXTENSION SYS IS INOP. I BELIEVE THAT MANUAL SPD BRAKE OPERATION SHOULD BECOME SOP AND THAT THIS PENALTY TO LNDG WT BE TAKEN. IF THIS PENALTY WOULD NOT ALLOW OPERATION INTO A CERTAIN ARPT OR RWY, THEN THE CAPT SHOULD HAVE THE OPTION OF LNDG WITH THE AUTO SPD BRAKE SYS ARMED AT THE HIGHER GROSS WT. QUICKER PERCEPTION OF THE DECREASING AIRSPD ON THE FIRST APCH WOULD HAVE BEEN HELPFUL. ALL OTHER PERCEPTION, JUDGEMENTS, DECISION AND ACTIONS WERE CORRECT.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.