An IndiGo Airbus A321 operating a Guwahati-Bengaluru flight suffered a tail strike during a go-around at Bengaluru’s Kempegowda International Airport on September 27, 2026. The aircraft, registered as VT-NHP, aborted its first landing attempt due to gusty weather conditions and landed safely on the second attempt. The Directorate General of Civil Aviation (DGCA) is investigating the incident, which marks at least the ninth known tail strike involving IndiGo’s A321 fleet.

The airline confirmed the incident in a statement, attributing it to an 'abnormal runway contact' during landing in gusty weather. All passengers and crew were safely evacuated, and the aircraft is undergoing maintenance checks. IndiGo said it has informed all relevant authorities and will resume operations only after securing necessary clearances. The airline also noted that it has enhanced pilot training for this particular area following the DGCA’s inquiry.

Airbus has acknowledged that tail strikes are more common during go-arounds near the ground, with a higher risk compared to landings. According to Airbus data, between January 2022 and September 2024, 49 tail strike events were reported, with 43% occurring during go-arounds. The UK’s Aircraft Accident Investigation Bureau noted that the A321 has a fourfold higher rate of tail strikes per landing compared to the A320, due to a smaller margin from the normal flare attitude. However, it stated that damage to the fuselage does not pose a significant flight risk if the strike is detected during or after landing.

The International Air Transport Association (IATA) reported that tail strikes were the most frequent type of incident in 2024 and 2025, though the fatality risk remains low. The ATR 72 and Boeing 737NG (-800/-900ER) were most frequently involved, accounting for 46% of events. Most tail strikes occurred during landing, with Asia-Pacific regions recording the highest number of incidents, including India, the US, and Brazil.

The airline’s statement focused on safety protocols and maintenance checks, without addressing the broader implications of the incident. The DGCA has raised the issue with IndiGo, but no further details on the investigation or regulatory actions were disclosed. The incident highlights ongoing concerns about tail strikes in the A321 fleet, particularly during go-arounds, and underscores the need for continued scrutiny of pilot training and aircraft design.

What remains unknown is the exact cause of the tail strike, the extent of any structural damage, and the long-term impact on IndiGo’s safety record. Further details from the DGCA investigation and Airbus’s internal analysis may provide more clarity. Until then, the incident serves as a reminder of the challenges faced by airlines in managing the risks associated with modern aircraft design and operational conditions.