History of Flight
On 8 December 1999, a Fokker F27 Mark 500 (registration G-BVOB) operated a cargo flight into Liverpool Airport. The approach was to Runway 27 with surface wind from 240° at 27 knots, gusting to 33 knots. Despite the absence of reported windshear, turbulence prompted the commander to add 5 knots to the approach speed. The mean crosswind component was assessed at 15 knots, with VAT (threshold speed) calculated at 95 knots.
As the aircraft crossed the threshold, the indicated airspeed momentarily dropped by 10 knots. The commander noted that the speed fluctuated ±10 knots around 95 knots during the latter part of the approach. He employed a combination of crab and wing-down techniques to counter the crosswind. Power was reduced, and elevator input was used to check the sink rate just before touchdown, which he described as firm. The commander was unaware of the tailstrike until an engineer drew his attention to it after shutdown.
Damage
The tail skid and surrounding skin on the rear underside of the fuselage sustained substantial damage. A hole measuring 12 inches by 2.5 inches was found in the fuselage skin aft of the pressure bulkhead. Minor scraping damage extended forward over an area of approximately 4.5 feet from the bulkhead.
Commentary
According to the flight operations manager, the standard technique on the F27 under normal conditions is to close the throttles completely shortly before touchdown. However, in gusty crosswind conditions, this practice can lead to a sudden loss of lift upon power reduction, causing an increased rate of descent that the pilot may be unable to arrest by increasing pitch attitude. Maintaining some power throughout the flare would have provided more control authority.
No formal probable cause was stated in the investigation source.