FO RPTS IRRATIONAL FLT TECHNIQUE BY CAPT THAT TERMINATED IN A TAIL STRIKE ON LNDG.

Narrative

CAPT FLEW ACFT WITHOUT REGARD TO COMPANY PROCS; FARS; LIMITATION OF ACFT; AND PAX COMFORT. ABNORMALITIES INCLUDED: TKOF PWR SELECTED BEFORE ACFT LINED UP WITH RWY CENTERLINE CAUSING EXCESSIVE SIDE LOADS. ACFT FLOWN TO 12000 FT MSL (11250 FT AGL) WITH FLAPS EXTENDED AND AIRSPD AT V2 (APPROX 30 DEG NOSE HIGH ATTITUDE). ACFT CTLS (ELEVATOR) USED TO SIMULATE TURB DURING ENRTE PHASE OF FLT. ACFT FLOWN AT VMO/MMO PLUS 35 KTS DURING DSCNT PORTION OF FLT (APPROX 2 1/2 MIN). DURING VISUAL APCH TO RWY ACFT DSNDED FROM A HIGH ON GS TO BELOW GS (WITH AURAL WARNING FROM GPWS) AT AIRSPD OF VREF. TOUCHDOWN WAS MADE IN A VERY NOSE HIGH DECK ANGLE APPROX 500 FT FROM APCH END OF RWY; AFTER TOUCHDOWN CAPT ADDED MORE UP ELEVATOR AND HELD NOSE HIGH ANGLE UNTIL APPROX 70-80 KTS. AT ARR GATE; CAPT WAS INFORMED BY FLT ATTENDANT THAT THEY HEARD A SCRAPING NOISE DURING LNDG ROLL OUT. ACFT INSPECTION REVEALED TAIL SKID GND DOWN (BUT NOT COMPRESSED); 1/2 INCH OFF BOTTOM OF AFT LAV. DRAIN MAST GND OFF; AND BOTTOM OF FUSELAGE FROM 14-10 FT FORWARD OF TAIL SKID SHOWED EVIDENCE OF GND CONTACT WITH GREATEST DAMAGE IN BULKHEAD AREAS. I BELIEVE THE CAUSE OF THIS INCIDENT WAS THE CAPT'S ATTITUDE TOWARD HIS JOB; AND HIS LACK OF REGARD FOR FOLLOWING COMPANY PROCS; FARS; AND ACFT LIMITATIONS AND MY LACK OF CONFRONTATION TO THE CAPT ABOUT HIS FLYING. I ALSO BELIEVE ALL ACTION TAKEN BY THE CAPT WERE DELIBERATE AND DURING REQUALIFICATION FROM THIS INCIDENT; WILL HAVE NO PROBLEM PASSING A CHKRIDE IN THE SIMULATOR.