B737-800 flight crew reported heavy rain during landing flare resulting in bounced landing and tail strike.
Synopsis
B737-800 flight crew reported heavy rain during landing flare resulting in bounced landing and tail strike.
Narrative
I was the PF (pilot flying); the FO (First Officer) was the PM (pilot monitoring) on this segment from ZZZ1 - ZZZ. The flight was routine throughout; the only unusual occurrence being we were assigned our slowest practical speed 300 miles out; due to holding in ZZZ. We noted that that was unusual; since the ATIS was few at 2000; 5000 broken; 9000 overcast; winds 150 at 6; 10 miles visibility. There was light rain reported in the ATIS; and a comment of rain showers distant southeast & south. Not an ATIS that would immediately cause one to think the airport was in holding. We asked the last ZZZ Center controller prior to being handed off to Approach Control why they were holding; and he said there was rain 50 miles west of ZZZ. Again; rain 50 miles away seemed not a huge impact; but I thought must be interfering with arrivals from the west; so they are slowing everyone down". Made sense to me. Our assigned STAR was the ZZZZZX; and aside from being assigned a speed of 190 for the entire arrival; the STAR was flown uneventfully as published. When we were at position ZZZZZ1; straight south of the field; the FO commented that he could easily see the airport. We received vectors for a base turn; and the Approach Controller asked if we could see the runway. We both agreed that we could see it; the PAPI and approach lights were clearly visible; and could remain VFR easily all the way to it; so reported we did; in fact; have the runway in sight. The controller cleared us for a visual approach; and assigned us to change over to Tower at approximately position ZZZZZ2. In light of the ATIS; I had the radar on until about the base turn; but since we could see the entire airport; it seemed unnecessary for the approach; and I re-selected the terrain display due to terrain considerations in the event of a missed approach. So far; everything was completely normal and unremarkable. I disconnected the Autopilot at about 4500 AGL. Unfortunately; I don't recall if I had the Autothrottles (AT) engaged or not. The approach progressed completely normally throughout. On final approach; our entire runway; the parallel Runway XL; the terminal - all were completely visible. Everything seemed utterly normal. As we approached the FAF ZZZZZ3; I noticed there was a bit of a fuzzy characteristic to the PAPI and threshold lights; but they remained clearly visible. At no time did the Approach or Tower Controller make any comment about rain or a shower at the runway. The only information we had was the ATIS report of light rain.At approximately 300 feet; a few raindrops began to appear on the windshield. The First Officer said let him know if I wanted wipers. Within a couple of seconds; the rain intensified; and I called for wipers. What happened next was utterly unbelievable. At maybe 120 feet; the rain became a deluge! Water was sheeting up the window; and the wipers were overwhelmed. At maybe 80 feet; I completely lost any depth perception due to the sheets of water rising up the window! I tried to jump back into the HUD guidance; but I was not expecting to need it; as I would in a CAT III situation.There was a total loss of useful visual reference for maybe 4 seconds; but they were; quite literally; the MOST impactful 4 seconds of the flight! We made quite a firm touchdown; had a minor bounce; and then were on the runway and into reverse. It was the worst landing I've ever made in my 3000+ hours on the 73. Being unsure of the status of the auto throttles at this point becomes very consequential. In training; and in the AOM; we discuss the exact scenario where a firm touchdown occurs with the thrust levers not fully at idle; then a bounce; which spins the main wheels up; then retarding the levers to idle; which deploys the ground spoilers; and the classic tail strike occurs. I think that is exactly what happened on this landing - irrespective of the status of the AT engagement; I think the thrust levers did not reach the idle detent in time for the touchdown.During the taxi in; the FO and I discussed whether or not I should make a logbook entry for a hard landing. He said in his previous airline; as a 737 check airman; he had witnessed harder landings than that; and they had always turned out to be; after downloading the FMCS data; well within the limits of the aircraft. I debated with myself about whether or not to make that log entry; but we were on a re-assignment status; with a plane full of passengers and crew already boarded at the next gate over awaiting us pilots. In the subsequent hair-on-fire preparation for that next flight; the consideration of the log entry for that landing was temporarily shuffled to secondary importance.Once we were in the climbout on the next flight; shortly after transition altitude; I looked up the exact verbiage in the AML (Aircraft Maintenance Logbook). It says 'if the pilot believes a hard landing may have occurred; an entry in the AML is required'. Just under that; it discusses thrust need not be added for a 'shallow bounce or skip'. That was our situation on that prior landing; so I felt I had complied appropriately with that guidance. The AML entry; however; I decided needed to be made. I began to compose a message to dispatch requesting the Maintenance team in ZZZ create a logbook deferral sheet item referencing the possible hard landing. Before I completed it however; I checked the routing of the aircraft; and was dismayed to see it was already off the gate and underway on a flight to ZZZ2. I was frankly unsure what to do next. In retrospect; I SHOULD have sent the message to Dispatch; to comply with FOM. Perhaps Maintenance could have arranged for the inspection at ZZZ2. We arrived ZZZ3 45 minutes late; then had an extended wait for ground transportation; and I finally stepped into the hotel room at XA:20; after expecting to be laying over in ZZZ at XR:00 the night before. I was chilled; exhausted; and feeling quite low about my horrible landing; and simply was out of gas for any further action at that point. After arising mid-morning; while getting ready to get on the deadhead flight; I checked the logbook for any issues with the aircraft. None were made; and the it had flown 4 segments; so I assumed all must be OK. I was lulled into the comfort zone of prior discussions about hard landings; both with my current FO and in previous instances of training and conversation; and the fact that most pilot perceived hard landings are; in fact; well within Boeing design limits.After landing from the deadhead segment from ZZZ3 back to ZZZ; I checked the logbook once again; and was sickened to see a logbook deferral sheet item; describing delamination and burn marks forward of the tail skid. I'm pretty certain that is the result of this incident on my flight. At least the aircraft had now been evaluated by Maintenance; and since it has continued operating; it must be within maintenance limits. Nevertheless; I feel absolutely SICK to have been the one to cause ANY level of damage to a company aircraft. I also acknowledge that; due to being well and truly tired; I failed to comply with the FOM reporting requirements.Unforecast and unreported extreme rain shaft at THE worst possible location for our approach.Suggestions: The point I want to reiterate is how completely unexpected the situation was that resulted in this irregular landing. The visual sight picture; the mild ATIS; zero commentary from ATC or other aircraft; all led both of us to believe we were on a completely normal approach. The speed at which the precipitation went from a few drops to overwhelming the wipers and causing total loss of depth perception; at literally a second or two before the flare; was unbelievable. Despite my best efforts to salvage the situation; I ended up with the undesirable aircraft state. The old adage; EVERY approach may end up as a missed approach; certainly is reinforced here. Despite having made thousands of them; the one thousand and first may be the one that bites you; and this one was mine."
Second reporter narrative
Below 100 ft and just prior to touchdown on Runway XR a sudden water curtain came to us and diminished our visibility even with the with the windshield wipers in high; that caused to lost deep perception of the runway for a few seconds and we touched firmly with a little bounce.Suggestions: Quicker updates on weather by ATC or PIREPS to warn off the last minute adverse conditions.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.