Narrative:

I was the pilot flying on flight [to] ZZZ. I disconnected the autopilot and auto throttles at approximately 2;000 feet AGL. The captain and I had previously discussed the possibility for gusty conditions and had talked about landing techniques to employ. I made minor deviations to both glide path and speed during the approach but immediately stated 'correcting' and did indeed correct the deviations. The touchdown was on speed; on centerline; and in the touchdown zone. After the main wheels touched down the captain manually deployed the speed brakes per the MEL on the aircraft. At some point shortly after the mains touched down and the speed brakes were deployed the nose began to rise. I attempted to keep this from happening by neutralizing the yoke and not applying any back pressure. The nose of the aircraft pitched up slightly more and then fell. At some point it felt as though it bounced. The captain called 'my aircraft' and attempted to regain control. The reversers were deployed and manual braking was accomplished. The aircraft however; was pulling strongly to the left side of the runway. The captain did a great job of keeping the aircraft on the runway. After we came to a stop the captain instructed me to make the PA 'remain seated; remain seated' and establish communication with the tower. Which I did. Upon completion of the PA we assessed the situation and considered our options. We agreed to not evacuate the aircraft. The captain established communication with the flight attendants and obtained a status report of the passengers. We obtained a discrete communication frequency to communicate with crash fire rescue equipment (crash fire rescue). After starting the APU the captain instructed me to shut down the engines and turn off hydraulics and fuel. At this point the emergency vehicles had shown up and they were helping us assess the situation and come up with a safe plan to deplane the passengers and crew. The captain instructed me to remain in the cockpit and keep the communication line open with crash fire rescue equipment while she went to the cabin to assist the flight attendants with the deplaning of the passengers. After the passengers and flight attendants had been safety deplaned the captain and I left the aircraft. After exiting the aircraft we did a walk around with the assistance of the lead crash fire rescue equipment agent. Upon completion of the walk around we were escorted to a bus that held the flight attendants and members of our operations team and were driven to the terminal.

Google
 

Original NASA ASRS Text

Title: Air carrier flight crew reported nose pitching up; subsequently losing and quickly regaining aircraft control as speed brakes were applied during landing rollout.

Narrative: I was the pilot flying on flight [to] ZZZ. I disconnected the autopilot and auto throttles at approximately 2;000 feet AGL. The Captain and I had previously discussed the possibility for gusty conditions and had talked about landing techniques to employ. I made minor deviations to both glide path and speed during the approach but immediately stated 'correcting' and did indeed correct the deviations. The touchdown was on speed; on centerline; and in the touchdown zone. After the main wheels touched down the Captain manually deployed the speed brakes per the MEL on the aircraft. At some point shortly after the mains touched down and the speed brakes were deployed the nose began to rise. I attempted to keep this from happening by neutralizing the yoke and not applying any back pressure. The nose of the aircraft pitched up slightly more and then fell. At some point it felt as though it bounced. The Captain called 'my aircraft' and attempted to regain control. The reversers were deployed and manual braking was accomplished. The aircraft however; was pulling strongly to the left side of the runway. The Captain did a great job of keeping the aircraft on the runway. After we came to a stop the Captain instructed me to make the PA 'remain seated; remain seated' and establish communication with the Tower. Which I did. Upon completion of the PA we assessed the situation and considered our options. We agreed to not evacuate the aircraft. The Captain established communication with the flight attendants and obtained a status report of the passengers. We obtained a discrete communication frequency to communicate with CFR (Crash Fire Rescue). After starting the APU the Captain instructed me to shut down the engines and turn off hydraulics and fuel. At this point the emergency vehicles had shown up and they were helping us assess the situation and come up with a safe plan to deplane the passengers and crew. The Captain instructed me to remain in the cockpit and keep the communication line open with CFR while she went to the cabin to assist the flight attendants with the deplaning of the passengers. After the passengers and flight attendants had been safety deplaned the Captain and I left the aircraft. After exiting the aircraft we did a walk around with the assistance of the lead CFR Agent. Upon completion of the walk around we were escorted to a bus that held the flight attendants and members of our Operations team and were driven to the terminal.

Data retrieved from NASA's ASRS site 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.