Narrative:

At xa+00z the flight crew arrived to the hotel lobby. When leaving to board the van we noticed the loadmaster was also leaving the hotel. Upon arrival to the aircraft the crew noted that it had already been loaded with the main deck and lower belly doors opened. The weather had changed to active precipitation before block out with LLWS advisories in effect; and reported 20 kt. Loss on final and approach ends of runway xx. The crew re-ran the numbers for the opt with max thrust calculations. It gave us flaps 15 takeoff for a weight of 271;985 lbs. The tow mac was 22.25% and a trim of 2.5. On takeoff at about 3;000 ft. We noticed the speed began to rapidly bleed off; we then disconnected the a/P and a/T; applied max thrust available and lowered the nose in an attempt to increase airspeed and stabilize. During the maneuver the first officer had to fight the aircraft in order to bring the nose down. We recovered at about 3;000 ft. And 118 kts. We hand flew to 5;000 ft.; which was the atc assigned level off; before re-engaging the automation. We then continued the flight without any further incidents to ZZZ. Upon arrival in ZZZ the load supervisor; noticed the cans had been loaded incorrectly and the fak (freight of all kinds) had not been accounted for properly. [Load supervisor] then re-weighed all the cargo aboard and noticed the weight on some of the uld (unit load device) sheets were incorrect. The weight and balance the crew had received did not match the final paperwork that ZZZ station had received from ZZZZ. After receiving all of the information we proceeded to contact [name] to inform him of the situation and the errors discovery.

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Original NASA ASRS Text

Title: Air Carrier Captain reported a weight and balance problem that resulted in aircraft control issues.

Narrative: At XA+00z the flight crew arrived to the hotel lobby. When leaving to board the van we noticed the loadmaster was also leaving the hotel. Upon arrival to the aircraft the crew noted that it had already been loaded with the main deck and lower belly doors opened. The weather had changed to active precipitation before block out with LLWS advisories in effect; and reported 20 kt. loss on final and approach ends of runway XX. The crew re-ran the numbers for the OPT with max thrust calculations. It gave us flaps 15 takeoff for a weight of 271;985 lbs. The TOW MAC was 22.25% and a trim of 2.5. On takeoff at about 3;000 ft. we noticed the speed began to rapidly bleed off; we then disconnected the A/P and A/T; applied max thrust available and lowered the nose in an attempt to increase airspeed and stabilize. During the maneuver the First Officer had to fight the aircraft in order to bring the nose down. We recovered at about 3;000 ft. and 118 kts. We hand flew to 5;000 ft.; which was the atc assigned level off; before re-engaging the automation. We then continued the flight without any further incidents to ZZZ. Upon arrival in ZZZ the Load Supervisor; noticed the cans had been loaded incorrectly and the FAK (Freight of All Kinds) had not been accounted for properly. [Load Supervisor] then re-weighed all the cargo aboard and noticed the weight on some of the ULD (Unit Load Device) sheets were incorrect. The weight and balance the crew had received did not match the final paperwork that ZZZ station had received from ZZZZ. After receiving all of the information we proceeded to contact [name] to inform him of the situation and the errors discovery.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.