Description

On 9 February 2020, a Boeing 787-9 (VH-ZND) being operated by Qantas on a scheduled international passenger flight from London Heathrow to Perth received a tail strike prevention system annunciation as it took off in day VMC. The required response procedure included not pressurising the aircraft so an overweight return to land followed. The only damage to the aircraft was the abraded tail strike detection sensor.

Investigation

An Investigation was carried out by the UK AAIB using relevant recorded data from both the FDR and the 787 CPL system and contemporaneous meteorological data both observed and derived. It was noted that the augmented flight crew was led by a 52 year-old Captain who had a total of 13,568 hours flying experience of which 562 hours were on type with just 60 hours flown in the previous 90 days.

It was established that following a normal engine start and taxi the aircraft, at almost its MTOW,  was correctly configured for a flap 5 takeoff from runway 27R. Takeoff clearance was given with the surface wind reported as 220° at a mean speed of 28 knots gusting to 44 knots. During the takeoff roll there were airspeed fluctuations consistent with the gusty conditions but acceleration was normal. At 160 KIAS, a strong gust caused the airspeed to increase rapidly to 175 KIAS, just above the calculated 172 knot VR and the Captain began the rotation by moving the control column rearward by a maximum of 9.8° to achieve a 4° pitch up at a pitch rate of just over the recommended  2° per second.