Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Situational Awareness; Training / Qualification; Workload
Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action; General Flight Cancelled / Delayed
Human Factors; Weather
I was the First Officer assigned to operate Aircraft X from ZZZ1 to ZZZ. The FAR 121 flight was a revenue flight; operating on an IFR flight plan; and under daytime VFR conditions. I was the pilot monitoring. During our descent into ZZZ; we were advised by Center that we were to expect a landing on Runway XXR at ZZZ. The Captain and I performed our approach briefing procedures; briefed the passengers; and began a descent on the arrival. After crossing one of the lower altitude fixes; TRACON vectored us for an approach to XXR. The latest ATIS information for ZZZ stated that they were landing XYL and XXR; with the winds at 290 @ 7 with light rain. As we got closer to the airport; ATC advised us that there was an aircraft on final approach for XXR and they would have a PIREP for us shortly. There was light rain between the FAF (Final Approach Fix) and the runway. ATC then reported that the ride through the rain was smooth so we continued with the approach. As we joined the final approach course; ATC then advised us that the previous aircraft reported a loss of 20 kts airspeed on short final. The Captain and I agreed that sidestepping to XXL would keep us away from the rain on XXR. We then set up the RNAV approach for XXL to back up our visual approach. The approach was standard and visibility was clear.As we continued lower; at approximately 400 ft; the rain from the west had begun to make its way closer to the final approach course for XXL. The ride was smooth and visibility was good as we entered into light rain. As we began the round out and flare portion of our landing; the aircraft began to lose lift and rapidly sink. The auto thrust was engaged the entire approach up to the point at which the Captain reduced power per the aircraft call outs. We received no warnings from the aircraft's predictive or reactive windshear alerting systems. We also didn't receive any excessive pitch or speed warnings as the nose began to rise to maintain our rate of descent. It was at this time the Captain initiated a go around by advancing the throttles to TOGA (Takeoff Go-Around). What seemed like immediately thereafter; the aircraft quickly lost a significant amount of lift and settled onto the runway in a nose high attitude. The aircraft bounced back into the air and we climbed away; executing our go around procedure. We then completed our after takeoff checklist and prepared for another approach into ZZZ. We didn't suspect that there was any damage to the aircraft. ATC then vectored us for an approach to XYL. As we were setting up for that runway; we were advised that the winds were out of the north at 17 kts; exceeding our maximum tailwind landing limitations. We remained at our vectoring altitude; and overflew the runway. ATC then gave us vectors to the east and then south and turned the airport around to land north. We were then cleared for the ILS XZR; but were then advised that the ILS was out of service for that runway; so we set up for the RNAV XZR. We again briefed for the approach and landing to XZR. We landed on XZR; and taxied to the gate without incident.During this flight; we briefed the passengers in accordance to our FOM (Flight Operations Manual). In addition; we briefed the flight attendants before every landing attempt to prepare for the cabin for landing. Upon performing my post flight inspection; I discovered that we had impacted the runway with the underside of the rear fuselage and empennage during our go around. The airplane was then taken out of service for repairs. After having time to review the events that transpired on this flight; I feel that an increase to our Vref speed might have given us more energy to aid in maintaining lift during the windshear event.
Approach to XXR; rain shifts to right of runway. Aircraft ahead reported smooth in rain under cloud. I didn't think there was much vertical buildup to the cloud; affirming the preceding aircraft's ride report. That same aircraft later reported loss of airspeed on final; followed by an ATC report of windshear on XXR. Based on this information and the wind readout on the ND (Navigation Display) that showed westerly winds; we elected to switch to XXL as it appeared that the weather would continue moving to the east.Over Runway XXL; just under 30 ft and thrust coming to idle; I felt the airplane drop or sink; so I applied TOGA (Takeoff Go-Around) and began the go-around. As the engines were spooling; the airplane bounced on the runway. It was a firm touch of the main wheels; but it didn't seem an overly hard landing. There were no windshear warnings or any other from the airplane.We went around and circled back to XYL. ATC told us we were circling back to XXR; but that we'd most likely land XYL. On final to XYL; we heard a report from the airplane ahead of us; but I can't remember what was said. It didn't matter because we then heard from ATC that the wind was essentially a 16 kt tailwind. We told ATC we were unable to accept that tailwind. We went missed approach from intermediate altitude (just below 2;000 ft). They sent us to the south; then east; then back to XZR.Throughout; we ran the appropriate checklists. Workload permitting; we kept the FA's (Flight Attendants) and passengers briefed. Third approach was to XZR with a successful landing. On taxi-in we discussed whether the 1st attempt (the bounce on XXL) was hard enough to merit making a logbook entry for a hard landing. It just didn't seem much more than a firm bounce. We decided to have it checked out anyway. The FO (First Officer) did the walk around and found the tail strike damage. I called maintenance and wrote it up in the logbook.
Air carrier flight crew reported windshear on landing and had a tailstrike.