Narrative:

The STAR placed us on downwind at 12000 ft MSL (11000 ft AGL) heading 010 degrees. Approach gave the calls 'speed your discretion' and 'descend to 7000 ft MSL.' (the STAR calls for 210 KTS as the 'expected' speed, so we had to nudge ATC for this airspeed and descent.) passing approximately 8500 ft MSL on downwind just past the abeam for the touchdown point of mci runway 19L, we were told to descend to 5000 ft. This call was followed less than a min later with a call to descend to 3000 ft and turn left to 270 degrees, cleared for a visual approach to runway 19L. Upon rollout from my left turn, I could see that the aircraft was high and close to the runway. Approach control had vectored us for a visual approach to mci runway 19L. The turn to final had placed us well above the ILS GS and in close to the runway. We corrected for the high situation and crossed the threshold on speed and on GS. Touchdown was in the center of the touchdown zone -- firm, but not hard. After touchdown, I felt as though we had become slightly airborne so I attempted to hold up the nose as we settled back down to the runway. (Apparently we had not gone airborne again because there was no second touchdown.) on rollout the so noted a tailskid light illuminated. Postflt inspection revealed damage to the tailskid, so we contacted ground control to sweep the runway for FOD. I believe the tailskid was struck after touchdown as I was holding the nose up anticipating a second touchdown. Human factors: 1) perception -- decelerating all the way to touchdown, followed by speed brake (spoiler) and thrust reverser deployment may have contributed to the feeling that aircraft had gone back into the air. 2) visual -- night time with upsloping runway and runway lights as only visual cue, may have added to feeling that aircraft was becoming airborne again.

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Original NASA ASRS Text

Title: HIGH, CLOSE IN APCH, DECELERATING TO TOUCHDOWN, ACFT NOT STABILIZED. PF (FO) THOUGHT ACFT BOUNCED (IT DIDN'T), SO WAS HOLDING NOSE UP AND HIT TAILSKID.

Narrative: THE STAR PLACED US ON DOWNWIND AT 12000 FT MSL (11000 FT AGL) HDG 010 DEGS. APCH GAVE THE CALLS 'SPD YOUR DISCRETION' AND 'DSND TO 7000 FT MSL.' (THE STAR CALLS FOR 210 KTS AS THE 'EXPECTED' SPD, SO WE HAD TO NUDGE ATC FOR THIS AIRSPD AND DSCNT.) PASSING APPROX 8500 FT MSL ON DOWNWIND JUST PAST THE ABEAM FOR THE TOUCHDOWN POINT OF MCI RWY 19L, WE WERE TOLD TO DSND TO 5000 FT. THIS CALL WAS FOLLOWED LESS THAN A MIN LATER WITH A CALL TO DSND TO 3000 FT AND TURN L TO 270 DEGS, CLRED FOR A VISUAL APCH TO RWY 19L. UPON ROLLOUT FROM MY L TURN, I COULD SEE THAT THE ACFT WAS HIGH AND CLOSE TO THE RWY. APCH CTL HAD VECTORED US FOR A VISUAL APCH TO MCI RWY 19L. THE TURN TO FINAL HAD PLACED US WELL ABOVE THE ILS GS AND IN CLOSE TO THE RWY. WE CORRECTED FOR THE HIGH SIT AND CROSSED THE THRESHOLD ON SPD AND ON GS. TOUCHDOWN WAS IN THE CTR OF THE TOUCHDOWN ZONE -- FIRM, BUT NOT HARD. AFTER TOUCHDOWN, I FELT AS THOUGH WE HAD BECOME SLIGHTLY AIRBORNE SO I ATTEMPTED TO HOLD UP THE NOSE AS WE SETTLED BACK DOWN TO THE RWY. (APPARENTLY WE HAD NOT GONE AIRBORNE AGAIN BECAUSE THERE WAS NO SECOND TOUCHDOWN.) ON ROLLOUT THE SO NOTED A TAILSKID LIGHT ILLUMINATED. POSTFLT INSPECTION REVEALED DAMAGE TO THE TAILSKID, SO WE CONTACTED GND CTL TO SWEEP THE RWY FOR FOD. I BELIEVE THE TAILSKID WAS STRUCK AFTER TOUCHDOWN AS I WAS HOLDING THE NOSE UP ANTICIPATING A SECOND TOUCHDOWN. HUMAN FACTORS: 1) PERCEPTION -- DECELERATING ALL THE WAY TO TOUCHDOWN, FOLLOWED BY SPD BRAKE (SPOILER) AND THRUST REVERSER DEPLOYMENT MAY HAVE CONTRIBUTED TO THE FEELING THAT ACFT HAD GONE BACK INTO THE AIR. 2) VISUAL -- NIGHT TIME WITH UPSLOPING RWY AND RWY LIGHTS AS ONLY VISUAL CUE, MAY HAVE ADDED TO FEELING THAT ACFT WAS BECOMING AIRBORNE AGAIN.

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.