History of the Flight
The Boeing 767-375, operating as Canadian Airlines International flight 48 (CDN48), departed Toronto, Ontario, bound for Halifax, Nova Scotia. The cruise portion was routine except for a pack trip valve malfunction, which was addressed by isolating the air conditioning pack. The captain was the pilot flying. The crew received clearance for a non-precision localizer back-course approach to runway 06 at Halifax. During descent, the left engine bleed air light illuminated intermittently. The aircraft touched down at 1941 Atlantic standard time, 200 feet past the threshold, with a vertical acceleration of 2.2 g. After landing, the tail skid light illuminated, and subsequent inspection revealed substantial damage to the tail skid and rear fuselage.
Injuries to Persons
No fatalities or serious injuries were reported. All 9 crew members and 91 passengers sustained minor or no injuries.
Damage to Aircraft
The tail skid actuator failed, causing the lower skin of the tail section to contact the runway. This resulted in multiple scrapes and buckles between stations 1417 and 1540 and stringers 36 right and left. Repairs required replacement of the skin, five frames, and numerous stringers and stiffeners before the aircraft returned to service.
Personnel Information
The captain, aged 52, held an Airline Transport Pilot Licence (ATPL) with 17,300 total flying hours, including 2,215 hours on type. The first officer, aged 49, also held an ATPL with 14,100 total hours, including 1,846 on type. Both were qualified for the flight. The captain had experienced difficulties with back course approaches on two pilot proficiency checks three years prior. The first officer had not attended crew resource management training.
Aircraft Information
The aircraft, a Boeing 767-375 (serial number 24575), was manufactured in 1990 and had accumulated 25,213.4 airframe hours. It was powered by two GE CF6-80C2 engines. The centre of gravity (C of G) at landing was approximately 12% mean aerodynamic chord (MAC), forward of typical values due to freight in the forward hold and a small passenger load. A forward C of G increases body attitude; the body attitude on approach was higher than normal due to the forward C of G and a lower approach speed.
Meteorological Information
Weather at the time included light freezing drizzle and fog, with visibility 1.5 miles and an overcast ceiling at 300 feet. The wind was from 080° true at 7 knots. The runway was reported as partially ice-covered, with a James Brake Index of 0.36.
Probable Cause
The tail strike occurred because the crew responded to a visual illusion with an unwarranted power reduction between the minimum descent altitude and touchdown. The upslope illusion led both crew members to believe the aircraft was higher than it actually was, and the crew did not respond to visual cues from the precision approach path indicator, which showed the aircraft to be too low. Contributing to the accident were the captain's preoccupation with stopping on the slippery runway, and some loss of aircraft performance below 400 feet agl. Also contributing were the lateral navigation/vertical navigation procedures in use, and a higher than normal aircraft body angle, which was induced by a lower than normal approach speed and the aircraft's forward centre of gravity.