B747-400
Flight Crew Air Transport Pilot (ATP)
Fatigue; Distraction; Workload; Time Pressure
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged; General Maintenance Action
Chart Or Publication; Company Policy; Human Factors; Procedure
While completing our cockpit preparation for departure; we were advised that we would be ready for a possible early departure. After we received the departure ATIS and clearance First Officer entered the required information into the Aero Data CDU page. We were advised that our cargo weight would be 10;000 LBS less than planned. I advised our operations and received T/I. First Officer; began to load the Aero Data CDU page to request take off performance. Shortly thereafter; we were advised again; that we would have even less cargo and that we would be ready to depart early.We were flying an augmented crew of 3; 2 jumpseaters and 1 FME. After receiving the final weight and balance and Aero Data information I requested First Officer to read to me the Zero Fuel Weight; Take off Data and Trim as provided on the Weight and Balance and Aero Data Print out. I entered the data as required. At this point it was odd to see that the V1; Vr and V2 speeds did not populate in small fonts as normal. This is my first check that something is not correct. I then mentioned this information to my First Officer and Relief Pilot. I again verified all the information was entered correctly. It was.We proceeded to enter the speeds produce by Aero Data as they are extremely accurate.As the rush for the on time departure became more evident. First Officer briefed the departure and required items. We approached runway 27 for Departure and we were cleared for takeoff. The takeoff roll seemed a bit sluggish but not unreasonable.After calling out V1; and then VR; First Officer (The PF) mentioned 'This did not seem right'; so I added power and he rotated the aircraft.After arriving cruise flight we talked about what had happened and what went wrong. It turns out; First Officer entered the cargo weight in the Aero Data instead of the actual Zero Fuel Weight. This turned out to give us a significant difference in performance. As a result; the tail briefly contacted the runway at liftoff.Contributing factors: This was the first day of our pairing. All 3 crewmembers had to commute.
We arrived at the aircraft and did a normal preflight cockpit setup. After receiving the ATIS and clearance we were informed an early departure was possible. Upon receiving the weight and balance I inserted information into the ACARS for the aero data request. At this time I erroneously inserted cargo weight; not Zero Fuel Weight into the ACARS. I then sent the request and received aero data takeoff information. This data was based on incorrect input. Procedurally it was then time to read the Zero Fuel Weight from the weight and balance sheet. I read the proper Zero Fuel Weight; and verified the Takeoff Weight from the FMC from the weight and balance sheet. Next we input the Takeoff-2; and 60 degree derate; flaps; retraction altitudes; V1; Vr; and V2. At this time Captain hesitated due to the fact that the speeds were not pre-populated. Captain then went back and re-verified the perf-init page. All this information was verified against the weight and balance. We then input the speeds from aero data into the FMC. At takeoff Captain selected Takeoff/Go-Around and we started our takeoff roll. V1 obviously came up quickly; and at Vr I noticed the back pressure required to rotate was high. I slowly rotated and stated 'this does not feel right' to the crew. I then kept the aircraft at approximately 8-10 degrees (approximately; my scan was outside at this point). Captain added thrust and we lifted off. After liftoff the aircraft speed was increased slowly as we climbed in order to increase margin from stick shaker. We did not hear; or feel any evidence of a tail strike. After climb out and above 10;000 feet we discussed the situation as a crew. I believe there are a few contributing factors to this situation. On time performance push once we received the weight and balance; fatigue factors with a near midnight show time after arriving to the hotel at previous evening; and cross checking aero data with the paperwork data. I am frustrated that I did not catch the discrepancy.
A fatigued B747-400 crew was advised their departure time was being moved up and in the process several weight and balance reductions were received. The First Officer incorrectly entered the cargo weight in the FMS Aero Data zero fuel weight field causing V Speed errors near 30 KTS low. After landing a tail strike was discovered.