Narrative:

During the approach for landing on runway 34L in slc, WX was clear and visibility reported by ATIS was 50+ mi. Wind was 260 degrees at 5 KTS. Air was smooth and no reported turbulence. The approach was normal in all respects with the left autoplt coupled to the 34L ILS in the a/left mode. At 500' above T/D, the autoplt was disconnected and the nose up trim bias was trimmed out. After trimming there was no tendency for the aircraft to pitch up or down and the remainder of the approach was made in a normal in trim condition, however the elevator push/pull forces (both nose up and nose down) felt much lighter than normal. Speed and sink rate continued normally and all normal altitude callouts were made. At the 20' altitude callout power was reduced and callouts were made to 5' by the second officer. The aircraft seemed to float at 5' and remained at 5' for about 500-700' down the runway. At T/D (we all agreed a soft T/D), the aircraft nose started a slow pitch up in attitude and it became necessary to push the nose down with a push force somewhat higher than normal. At nose wheel contact reverse thrust was applied to the engines. After clearing the runway, the F/a's seated in the rear of the aircraft advised that they heard a scraping noise on landing. During this incident after T/D, we thought the aircraft nose was high, but did not feel it high enough for tail skid contact. Upon arrival at the gate we advised maintenance to check for indications that the tailskid may have contacted the runway. Maintenance personnel made their inspection and advised us that tailskid contact had been made with the runway on landing. Supplemental information from acn 160200: subsequent investigation revealed that the end cap of our tailskid had separated, the APU fuel dump mast had a slight bend, and a groove had been made to the runway's surface. No other damage was apparent. No comment was made by the passenger.

Related reports:

Google
 

Original NASA ASRS Text

Title: NOSE HIGH LNDG MADE AT SLC. POSTFLT INSPECTION REVEALED TAILSKID HAD SCRAPED DURING LNDG. MINOR DAMAGE TO ACFT.

Narrative: DURING THE APCH FOR LNDG ON RWY 34L IN SLC, WX WAS CLR AND VISIBILITY RPTED BY ATIS WAS 50+ MI. WIND WAS 260 DEGS AT 5 KTS. AIR WAS SMOOTH AND NO RPTED TURB. THE APCH WAS NORMAL IN ALL RESPECTS WITH THE LEFT AUTOPLT COUPLED TO THE 34L ILS IN THE A/L MODE. AT 500' ABOVE T/D, THE AUTOPLT WAS DISCONNECTED AND THE NOSE UP TRIM BIAS WAS TRIMMED OUT. AFTER TRIMMING THERE WAS NO TENDENCY FOR THE ACFT TO PITCH UP OR DOWN AND THE REMAINDER OF THE APCH WAS MADE IN A NORMAL IN TRIM CONDITION, HOWEVER THE ELEVATOR PUSH/PULL FORCES (BOTH NOSE UP AND NOSE DOWN) FELT MUCH LIGHTER THAN NORMAL. SPD AND SINK RATE CONTINUED NORMALLY AND ALL NORMAL ALT CALLOUTS WERE MADE. AT THE 20' ALT CALLOUT PWR WAS REDUCED AND CALLOUTS WERE MADE TO 5' BY THE S/O. THE ACFT SEEMED TO FLOAT AT 5' AND REMAINED AT 5' FOR ABOUT 500-700' DOWN THE RWY. AT T/D (WE ALL AGREED A SOFT T/D), THE ACFT NOSE STARTED A SLOW PITCH UP IN ATTITUDE AND IT BECAME NECESSARY TO PUSH THE NOSE DOWN WITH A PUSH FORCE SOMEWHAT HIGHER THAN NORMAL. AT NOSE WHEEL CONTACT REVERSE THRUST WAS APPLIED TO THE ENGS. AFTER CLRING THE RWY, THE F/A'S SEATED IN THE REAR OF THE ACFT ADVISED THAT THEY HEARD A SCRAPING NOISE ON LNDG. DURING THIS INCIDENT AFTER T/D, WE THOUGHT THE ACFT NOSE WAS HIGH, BUT DID NOT FEEL IT HIGH ENOUGH FOR TAIL SKID CONTACT. UPON ARR AT THE GATE WE ADVISED MAINT TO CHK FOR INDICATIONS THAT THE TAILSKID MAY HAVE CONTACTED THE RWY. MAINT PERSONNEL MADE THEIR INSPECTION AND ADVISED US THAT TAILSKID CONTACT HAD BEEN MADE WITH THE RWY ON LNDG. SUPPLEMENTAL INFO FROM ACN 160200: SUBSEQUENT INVESTIGATION REVEALED THAT THE END CAP OF OUR TAILSKID HAD SEPARATED, THE APU FUEL DUMP MAST HAD A SLIGHT BEND, AND A GROOVE HAD BEEN MADE TO THE RWY'S SURFACE. NO OTHER DAMAGE WAS APPARENT. NO COMMENT WAS MADE BY THE PAX.

Data retrieved from NASA's ASRS site as of July 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.