Air carrier flight crew reported tail strike at landing.

Narrative

This was a non-normal flight. It started with myself being switched off a flight back to ZZZ because the first officer was going to time out. The flight was delayed 4 hours due to thunderstorms; including lightning in the Location X area; which resulted in a ground stop for all flights. So we departed late. The takeoff and departure were normal; and cruise was uneventful. When we switched to ZZZ1 control; they informed us of the weather. Winds were coming off the water at approximately 280 at 12 knots. Consequently; the approach we prepared for was disregarded; and we set up for runway XXR. Everything was set up early because this was not a runway I have landed on. We were aware of the terrain in the area and wanted to be prepared with our attention outside the cockpit. We also knew about the angled approach to the runway and that we would need to come right to get ourselves centered. From cruise; approach initiated the descent a little late to hit the first crossing; so we requested and were granted ZZZZZ as the initial instead of ZZZZZ1. We were cleared for the approach Rnav XXR and to maintain 5000 feet until intercept. We complied with the instructions and set 1100 in the altitude window for the descent. Visual conditions were achieved at 5000 feet; so we stated this was a visual approach; backed up by the RNAV XXR. The aircraft was configured as normal with flaps set to 30; and the landing checklist was completed 3 miles before the final approach fix of ZZZZZ2. At ZZZZZ2; we called 'glideslope captured; set the missed approach altitude; and inputted 4000 into the window. At this point; there were numerous birds; and I had my head almost entirely outside the cockpit; trying to spot and avoid a bird strike. I switched to tower frequency; and we were cleared to land on runway XXR. Person A mentioned; 'I feel like we need to get over more to the right.' I concurred; and he disengaged the autopilot to center himself up. I made the 1000 feet 'cleared to land' call. Initially; we drifted slightly to the right of the runway; but the glideslope was on target. Person A corrected and brought us within less than half a dot of centerline. I noticed more birds; which delayed my 500-foot call until slightly below. I stated; 'target sink 700.' Looking up; I observed approximately 15 birds circling off our left wing above us. Everything appeared normal; and we were centered on the runway with the artificial glideslope and the PAPI indicating we were on glide path. As I counted down in my head; two hundred then one hundred; I called 'target sink 800.' I continued to monitor the vertical speed; which held steady at 800; ensuring it descended rather than ascended. Suddenly at about the 50 foot mark; it spiked to 900; then 1100; triggering the sink rate alarm chime. I looked up; said the word 'missed;' and Person A had already increased power. I intended to say 'missed approach set go around thrust;' but before I could act; we touched down. The landing wasn't the hardest I'd felt; and the aircraft remained planted on the runway; with no bounce. We both glanced at the power levers; then at each other; and pulled them back. The speed brake extended; and the reversers were set to max. Upon reaching 60 knots; we stowed the reversers and rolled to F taxiway. I was uncertain if we had touched the tail until the EICAS message indicated a tail strike. After receiving ground clearance to taxi; we attempted to start the APU twice; but it showed a fault. At that moment; I knew something was amiss. I had also observed that the stab trim indicator on my side was blank before we reached the gate and shut down both engines.Suggestions: I believe that we go stuck in a bad spot. I think that we acted correctly by adding power and pitching the nose up getting ready for a missed approach. It felt like we has lost our headwind and were getting pushed down. Being that close probably under 50 feet in such a long aircraft; 181 feet I am not sure we could of avoided some sort of strike."