SAS A20N at Split on Sep 4th 2021, tail strike on landing

Last Update: February 20, 2023 / 19:53:52 GMT/Zulu time

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Photo of SAS Scandinavian Airlines SE-ROJ, Airbus A320-200N — SAS Scandinavian Airlines SE-ROJ, Airbus A320-200N (Photo credit: tagsplanepics-lhr / Flickr / License: CC by-sa)

Incident Facts

Date of incident
Sep 4, 2021

Classification
Accident

Cause
Tail strike on landing

Airline
SAS Scandinavian Airlines

Flight number
SK-7347

Departure
Bergen, Norway

Destination
Split, Croatia

Aircraft Registration
SE-ROJ

Aircraft Type
Airbus A320-200N

ICAO Type Designator
A20N

Airport
Split Airport, Split

Airport ICAO Code
LDSP

A SAS Scandinavian Airlines Airbus A320-200N, registration SE-ROJ performing flight SK-7347 from Bergen (Norway) to Split (Croatia) with 168 passengers and 6 crew, landed on Split's runway 05 at 12:34L (10:34Z) but struck its tail onto the runway surface. The aircraft rolled out without further incident and taxied to the apron.

On Sep 9th 2021 Croatia's AIN (Accident Investigation Board) reported they have opened an investigation into the occurrence.

The aircraft was still on the ground in Split 5 days later.

On Feb 20th 2023 the Croatian AIN released their final report via the Swedish Haverikommission concluding the probable cause was:

Immediate cause of the subject serious incident was high pitch at touchdown.

Contributing factors that preceded the serious incident are:

- Significant tailwind gradient in the last 70ft
- Flight technique during landing
- Activation of angle of attack protection just before touchdown

The AIN analysed (quoted in its entirety):

For the purposes of analysing the course of the subject event, ali data available from the aircraft operator, the aircraft manufacturer, and the investigative bodies of France, Sweden and Norway were used.

lt can be determined that the aircraft operator and aircraft manufacturer actively participate in the education of the flight crew regarding the ta il strikes du ring take-off and landing. The flight crew was qualified to perform the flight in question, and the aircraft was technically serviceable.

By analysing the available data about the flight from the aircraft systems, as weil as other available information sources, it can be concluded that in the final phase of landing there was a significant change in the wind gradient, which significantly affected on the outcome of the event itself. Due to the changes in the pitch and angle of attack of the aircraft during landing and touchdown, the high angle of attack protection system was activated for less th an one second. The flight crew of the aircraft was aware of possible changes in the direction and strength of the wind in the final phase of the approach.

ln the documentation available from the manufacturer, some of the stated possible causes and contributing factors of such events correspond to the established conditions under which the subject serious incident occurred, such as changes in the wind gradient and/or landing bounce.

Metars:
LDSP 041200Z 22007KT 180V270 9999 FEW060 27/13 Q1015 NOSIG=
LDSP 041130Z 22006KT 140V260 9999 FEW060 26/13 Q1015 BECMG 23008KT=
LDSP 041100Z 19003KT 120V250 9999 FEW060 27/12 Q1015 BECMG 23008KT=
LDSP 041030Z VRB04KT 9999 FEW060 26/13 Q1015 NOSIG=
LDSP 041000Z 09004KT 040V150 CAVOK 26/12 Q1015 NOSIG=
LDSP 040930Z 11005KT 060V160 CAVOK 25/11 Q1015 NOSIG=
LDSP 040900Z 10006KT 050V120 CAVOK 24/13 Q1016 NOSIG=
LDSP 040830Z 09006KT 060V120 CAVOK 24/12 Q1016 NOSIG=
LDSP 040800Z 07006KT CAVOK 24/12 Q1016 NOSIG=
LDSP 040730Z 08005KT 040V110 CAVOK 23/12 Q1016 NOSIG=
LDSP 040700Z 12003KT 070V160 CAVOK 23/14 Q1016 NOSIG=