An Eurowings Europe Malta Airbus A320-200, registration 9H-EUT performing flight EW-6838 from Palma de Mallorca,SP (Spain) to Paderborn (Germany), was on short final approach to Paderborn's runway 24 at 16:17L (14:17Z) when the crew initiated a go around, however, the tail of the aircraft contacted the runway surface. The aircraft climbed to 3000 feet, subsequently 5000 feet before positioning for another approach to runway 24. The aircraft landed without further incident about 20 minutes after the go around.
Passengers reported the aircraft touched down extremely hard, then climbed steeply out. The crew later announced that a sudden gust of wind forced them to go around. After second touch down emergency services attended to the aircraft. Checked luggage was damaged.
The airline reported the aircraft unexpectedly lost height shortly before touchdown and touched down hard with its main gear, the crew initiated a go around, the tail contacted the runway surface. The aircraft is currently being examined.
The aircraft remained on the ground in Paderborn until Jun 6th 2025, then positioned to Sofia (Bulgaria) and returned to service on Jul 9th 2025.
On Jun 13th 2025 the BFU reported the rear fuselage hit the runway, the damage was minor, the occurrence was rated an incident and is being investigated by the BFU.
On Oct 11th 2025 The Aviation Herald received information, that the first officer was pilot flying, the captain pilot monitoring. The approach had been stable until about 80 feet AGL when a significant wind change occurred resulting in 3 knots tail wind instead of 9 knots headwind causing loss of lift and airspeed. Just before touchdown dual nose up inputs were recorded however insufficient to arrest the descent, the aircraft touched down at +2.26G at about 7 degrees nose up. The dual nose up input continued for several seconds and amounted temporarily to full nose up deflection and caused the aircraft to pitch up to 13.4 degrees nose up, the tail contacted the runway surface. 2 seconds after touch down TOGA was applied at 121 KIAS, together with the pitch up effect by the go around thrust and the stick inputs the aircraft remained in a tail strike attitude. After becoming airborne again the captain took control of the aircraft, positioned for another approach and landed without further incident.
Metars:
EDLP 221620Z 32007KT 280V350 9999 FEW023 12/M00 Q1013=
EDLP 221550Z 33009KT 300V020 9999 -DZ FEW023 13/M00 Q1013=
EDLP 221520Z 31010KT 250V350 CAVOK 13/00 Q1013=
EDLP 221450Z 31011KT 260V340 CAVOK 13/01 Q1013=
EDLP 221420Z 32009KT 270V350 CAVOK 12/01 Q1013=
EDLP 221350Z 33010KT 290V030 CAVOK 12/01 Q1013=
EDLP 221320Z 32012KT 270V360 CAVOK 13/01 Q1012=
EDLP 221250Z 30010KT 250V340 CAVOK 12/00 Q1012=
EDLP 221220Z 30010KT 270V340 CAVOK 14/M00 Q1012=
EDLP 221150Z 30011KT 240V350 CAVOK 12/M02 Q1012=
EDLP 221120Z 29010KT 230V010 CAVOK 13/M01 Q1012=
EDLP 221050Z 30011KT 250V350 CAVOK 12/M01 Q1012=
EDLP 221020Z 30010KT 240V340 CAVOK 13/00 Q1012=
Passengers reported the aircraft touched down extremely hard, then climbed steeply out. The crew later announced that a sudden gust of wind forced them to go around. After second touch down emergency services attended to the aircraft. Checked luggage was damaged.
The airline reported the aircraft unexpectedly lost height shortly before touchdown and touched down hard with its main gear, the crew initiated a go around, the tail contacted the runway surface. The aircraft is currently being examined.
The aircraft remained on the ground in Paderborn until Jun 6th 2025, then positioned to Sofia (Bulgaria) and returned to service on Jul 9th 2025.
On Jun 13th 2025 the BFU reported the rear fuselage hit the runway, the damage was minor, the occurrence was rated an incident and is being investigated by the BFU.
On Oct 11th 2025 The Aviation Herald received information, that the first officer was pilot flying, the captain pilot monitoring. The approach had been stable until about 80 feet AGL when a significant wind change occurred resulting in 3 knots tail wind instead of 9 knots headwind causing loss of lift and airspeed. Just before touchdown dual nose up inputs were recorded however insufficient to arrest the descent, the aircraft touched down at +2.26G at about 7 degrees nose up. The dual nose up input continued for several seconds and amounted temporarily to full nose up deflection and caused the aircraft to pitch up to 13.4 degrees nose up, the tail contacted the runway surface. 2 seconds after touch down TOGA was applied at 121 KIAS, together with the pitch up effect by the go around thrust and the stick inputs the aircraft remained in a tail strike attitude. After becoming airborne again the captain took control of the aircraft, positioned for another approach and landed without further incident.
Metars:
EDLP 221620Z 32007KT 280V350 9999 FEW023 12/M00 Q1013=
EDLP 221550Z 33009KT 300V020 9999 -DZ FEW023 13/M00 Q1013=
EDLP 221520Z 31010KT 250V350 CAVOK 13/00 Q1013=
EDLP 221450Z 31011KT 260V340 CAVOK 13/01 Q1013=
EDLP 221420Z 32009KT 270V350 CAVOK 12/01 Q1013=
EDLP 221350Z 33010KT 290V030 CAVOK 12/01 Q1013=
EDLP 221320Z 32012KT 270V360 CAVOK 13/01 Q1012=
EDLP 221250Z 30010KT 250V340 CAVOK 12/00 Q1012=
EDLP 221220Z 30010KT 270V340 CAVOK 14/M00 Q1012=
EDLP 221150Z 30011KT 240V350 CAVOK 12/M02 Q1012=
EDLP 221120Z 29010KT 230V010 CAVOK 13/M01 Q1012=
EDLP 221050Z 30011KT 250V350 CAVOK 12/M01 Q1012=
EDLP 221020Z 30010KT 240V340 CAVOK 13/00 Q1012=
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