B767 flight crew executes an unstabilized approach; gets slow with a high angle of attack; tail stri...

Attributes
ACN	692280
Time
Date	200604
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : rctp.airport
State Reference	FO
Altitude	agl single value : 0
Environment
Flight Conditions	Mixed
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	B767 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	landing : roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 100 flight time total : 14000 flight time type : 4000
ASRS Report	692280
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 91 flight time total : 8500 flight time type : 3000
ASRS Report	692279
Events
Anomaly	non adherence : published procedure other anomaly other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : detected after the fact
Consequence	other
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

Preflight; pre-takeoff; and climb out were normal. Cruise was normal at FL340. Approach and landing procedures were briefed in detail including go around procedures before top of descent. Started descent approximately 105 NM from tpe. Initial approach was high due to ATC. Tpe approach advised 'no speed restrs' at approximately 16000 ft. Complied with high speed descent. Aircraft was not stabilized at 1000 ft and at 500 ft still was not stabilized. I called for go around or taking over the aircraft. First officer replied that he could make a normal landing. Based on knowing him as a very good pilot; and his extensive experience; I asked him if he was sure. He answered yes and continued. Somewhere around 300 ft; he went below glide path and the below GS advisory was announced. He immediately tried to correct the situation. At about 200 ft; we were on glide path and I noticed the speed was 138 KTS (landing speeds were verified and posted at 223 KTS; 183 KTS; and 143 KTS). I announced for a speed correction and he looked inside then I went looking out. Landing was smooth with higher than normal pitch up. Just before touchdown; I pushed the yoke forward and after touchdown; speed was approximately 124 KTS. Landing was smooth but felt different. Taxi in was normal. Aircraft maintenance log was written up for possible tail strike. Mechanic was notified and it was discovered that the tail skid was scraped. Subsequent inspection revealed no structural damage. In summary; as PIC of this flight; I did not use my best judgement to implement the go around and prevent this chain of events. Supplemental information from acn 692279: I was rushed throughout the second half of the approach. I tried to comply with the procedures for a stabilized approach. I was out of some parameters but thought I could correct them. I did not solve the airspeed problem of too high initially. The decrease in airspeed as we approached the touchdown zone may have been caused by my holding back the throttles inadvertently. I do not recall nor did I call out 'autothrottles off.' I should have allowed the captain to take the aircraft or complete the go around.

Original NASA ASRS Text

Title: B767 FLT CREW EXECUTES AN UNSTABILIZED APCH; GETS SLOW WITH A HIGH ANGLE OF ATTACK; TAIL STRIKE OCCURS.

Narrative: PREFLT; PRE-TKOF; AND CLBOUT WERE NORMAL. CRUISE WAS NORMAL AT FL340. APCH AND LNDG PROCS WERE BRIEFED IN DETAIL INCLUDING GAR PROCS BEFORE TOP OF DSCNT. STARTED DSCNT APPROX 105 NM FROM TPE. INITIAL APCH WAS HIGH DUE TO ATC. TPE APCH ADVISED 'NO SPD RESTRS' AT APPROX 16000 FT. COMPLIED WITH HIGH SPD DSCNT. ACFT WAS NOT STABILIZED AT 1000 FT AND AT 500 FT STILL WAS NOT STABILIZED. I CALLED FOR GAR OR TAKING OVER THE ACFT. FO REPLIED THAT HE COULD MAKE A NORMAL LNDG. BASED ON KNOWING HIM AS A VERY GOOD PLT; AND HIS EXTENSIVE EXPERIENCE; I ASKED HIM IF HE WAS SURE. HE ANSWERED YES AND CONTINUED. SOMEWHERE AROUND 300 FT; HE WENT BELOW GLIDE PATH AND THE BELOW GS ADVISORY WAS ANNOUNCED. HE IMMEDIATELY TRIED TO CORRECT THE SITUATION. AT ABOUT 200 FT; WE WERE ON GLIDE PATH AND I NOTICED THE SPD WAS 138 KTS (LNDG SPDS WERE VERIFIED AND POSTED AT 223 KTS; 183 KTS; AND 143 KTS). I ANNOUNCED FOR A SPD CORRECTION AND HE LOOKED INSIDE THEN I WENT LOOKING OUT. LNDG WAS SMOOTH WITH HIGHER THAN NORMAL PITCH UP. JUST BEFORE TOUCHDOWN; I PUSHED THE YOKE FORWARD AND AFTER TOUCHDOWN; SPD WAS APPROX 124 KTS. LNDG WAS SMOOTH BUT FELT DIFFERENT. TAXI IN WAS NORMAL. ACFT MAINT LOG WAS WRITTEN UP FOR POSSIBLE TAIL STRIKE. MECH WAS NOTIFIED AND IT WAS DISCOVERED THAT THE TAIL SKID WAS SCRAPED. SUBSEQUENT INSPECTION REVEALED NO STRUCTURAL DAMAGE. IN SUMMARY; AS PIC OF THIS FLT; I DID NOT USE MY BEST JUDGEMENT TO IMPLEMENT THE GAR AND PREVENT THIS CHAIN OF EVENTS. SUPPLEMENTAL INFO FROM ACN 692279: I WAS RUSHED THROUGHOUT THE SECOND HALF OF THE APCH. I TRIED TO COMPLY WITH THE PROCS FOR A STABILIZED APCH. I WAS OUT OF SOME PARAMETERS BUT THOUGHT I COULD CORRECT THEM. I DID NOT SOLVE THE AIRSPD PROB OF TOO HIGH INITIALLY. THE DECREASE IN AIRSPD AS WE APCHED THE TOUCHDOWN ZONE MAY HAVE BEEN CAUSED BY MY HOLDING BACK THE THROTTLES INADVERTENTLY. I DO NOT RECALL NOR DID I CALL OUT 'AUTOTHROTTLES OFF.' I SHOULD HAVE ALLOWED THE CAPT TO TAKE THE ACFT OR COMPLETE THE GAR.

Data retrieved from NASA's ASRS site as of January 2009 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.

B767 flight crew executes an unstabilized approach; gets slow with a high angle of attack; tail strike occurs.