A Japan Air Lines Boeing 777-200 suffered a tailstrike during an aborted landing Tokyo-Haneda International Airport, Japan, according to a report released by the Japan Transport Safety Board.
Flight JAL82 took off from Shanghai, China, on March 31, 2012 with 296 passengers and 12 crew on board. The captain on the flight was Pilot Monitoring, the co-pilot was Pilot Flying.
The en route and descent parts of the flight were uneventful. The aircraft landed on runway 34L at Tokyo-Haneda Airport with a pitch angle of 3.3 degrees and vertical acceleration of 1.27 G. After that, the captain gave large pitch-up and pitch-down control inputs to assist the control of the copilot, and the vertical acceleration of the aircraft fluctuated significantly twice. Due to these changes in vertical acceleration, the captain felt that the aircraft had bounced and was floating, although this was not the case. At this time the speed brakes had activated and the reverse thrust was being applied, but the captain did not notice this. The captain diverted his attention to look outside of the aircraft to confirm its attitude, and then judged to make a go-around. When he noticed that the reversers had been activated, he still decided to continue the go around, although the AOM calls for a full stop landing when reversers have been activated. The captain called for a go around three times but the TO/GA switch could not be activated by the co-pilot because the reversers were selected. The captain then called “I have control” and took over controls. All the time the airplane had been rolling on the runway in a nose up attitude, causing a tailstrike. The go around was continued and the airplane landed safely at 16:35.
The JTSB issued the following probable cause:
“In this accident, it is highly probable that the Aircraft continued rolling with the pitch-up attitude after touchdown, causing the aft fuselage to come into contact with the runway and be damaged.
It is highly probable that the Aircraft continued rolling with the pitch-up attitude due to the following reasons: after touchdown, the PIC had felt that the Aircraft had bounced to the extent necessary for go-around, and judged to make go-around to avoid a hard landing; even after he became aware that the reverse thrust levers had been raised, he continued go-around; hence, it took
time for the engine thrust to increase and he continued to pull his control column. Moreover, it is somewhat likely that, in a situation in which the PIC had been assisting the control of the FO, and without the PIC’s declaring a takeover, the intention of the PIC was not properly conveyed to the FO, the sharing of duties between PF and PM became momentarily unclear, and the monitoring of flight information such as pitch angle and speed, which was the duty of PM, was not performed adequately.”