Narrative:

Flight operated as air carrier X, abc, feb/tue/02, ZZZ1-ZZZ2 in a B767-300 series aircraft. I was PIC and PF. Except as noted below, flight was uneventful. Since I would be PNF on next leg to ZZZ2, I did walkaround inspection and noted scraped paint and 1 inch scratches on aft part of tailskid. After verifying with first officer that tailskid had been clean at ZZZ1, I notified ZZZ maintenance and made a logbook entry. Cargo and containers had been removed immediately after arrival, so no weight audit was possible. Maintenance inspected aircraft, found no further damage, and released aircraft to service. Digital fdr was removed for analysis and replaced. Flight crew was removed from next 2 legs pending resolution of matter and a line check of myself by a line check airman. Lca noted no discrepancies in flying or procedures to me, and we completed the rest of the rotation of flts as scheduled. Both pilots were surprised to see scraped paint, and I am unable to state for certain when it occurred although I believe it was more likely during landing than takeoff. Following is a review of pertinent details of the flight: 1) the flight was delayed about 10 mins for loading of cargo on pallets and containers. I am not certain if this was included on weight and balance printout. 2) the calculated weight was 334,200 pounds which was the runway allowable takeoff weight with a 3 KT headwind with flaps 15 degrees for runway 26L at ZZZ1. 3) the aircraft had a takeoff roll of about 6000 ft with about a 5 KT headwind. 4) in view of the weight, I used a gentle rotation rate and noted a sluggish climb rate during clean-up. Both pilots commented on a 1400-1500 FPM climb passing FL250 at normal power and speed at isa +1 degree temperature. Due to my relative lack of experience in this model of B767, about 100-200 hours, I could not evaluate if this was normal performance or not. 5) FMS indicated a landing weight of 290400 pounds, near the maximum structural landing weight of 295000 pounds. 6) the hand-flown visual approach to runway 34R at ZZZ was generally stable at a bug airspeed of 144 KIAS (KIAS (vref +5 KTS) except that I had to manually add about 300 pounds per hour power to correct for being about 2 KTS slow at about 500 ft AGL. 7) power reduction and flare at 20 ft RA at bug speed were normal, ie, a gentle power reduction due to fast spool down of ge engines. Aircraft was in trim. The wind was variable at 3 knots. 8) touchdown was quite soft at which appeared to be a normal attitude. 9) during automatic speed brake deployment, I noted a slight nose up pitch. First officer noted about 7.5 degrees nose up on the ADI. I lowered the nose and rollout was normal.

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Original NASA ASRS Text

Title: A B767-300 INCURRED A TAIL STRIKE AND CREW WAS UNCERTAIN WHEN IT OCCURRED. CREW SUSPECTS THE CALCULATED WT WAS IN ERROR AS ACFT PERFORMANCE WAS SLUGGISH IN CLB.

Narrative: FLT OPERATED AS ACR X, ABC, FEB/TUE/02, ZZZ1-ZZZ2 IN A B767-300 SERIES ACFT. I WAS PIC AND PF. EXCEPT AS NOTED BELOW, FLT WAS UNEVENTFUL. SINCE I WOULD BE PNF ON NEXT LEG TO ZZZ2, I DID WALKAROUND INSPECTION AND NOTED SCRAPED PAINT AND 1 INCH SCRATCHES ON AFT PART OF TAILSKID. AFTER VERIFYING WITH FO THAT TAILSKID HAD BEEN CLEAN AT ZZZ1, I NOTIFIED ZZZ MAINT AND MADE A LOGBOOK ENTRY. CARGO AND CONTAINERS HAD BEEN REMOVED IMMEDIATELY AFTER ARR, SO NO WT AUDIT WAS POSSIBLE. MAINT INSPECTED ACFT, FOUND NO FURTHER DAMAGE, AND RELEASED ACFT TO SVC. DIGITAL FDR WAS REMOVED FOR ANALYSIS AND REPLACED. FLC WAS REMOVED FROM NEXT 2 LEGS PENDING RESOLUTION OF MATTER AND A LINE CHK OF MYSELF BY A LINE CHK AIRMAN. LCA NOTED NO DISCREPANCIES IN FLYING OR PROCS TO ME, AND WE COMPLETED THE REST OF THE ROTATION OF FLTS AS SCHEDULED. BOTH PLTS WERE SURPRISED TO SEE SCRAPED PAINT, AND I AM UNABLE TO STATE FOR CERTAIN WHEN IT OCCURRED ALTHOUGH I BELIEVE IT WAS MORE LIKELY DURING LNDG THAN TKOF. FOLLOWING IS A REVIEW OF PERTINENT DETAILS OF THE FLT: 1) THE FLT WAS DELAYED ABOUT 10 MINS FOR LOADING OF CARGO ON PALLETS AND CONTAINERS. I AM NOT CERTAIN IF THIS WAS INCLUDED ON WT AND BAL PRINTOUT. 2) THE CALCULATED WT WAS 334,200 LBS WHICH WAS THE RWY ALLOWABLE TKOF WT WITH A 3 KT HEADWIND WITH FLAPS 15 DEGS FOR RWY 26L AT ZZZ1. 3) THE ACFT HAD A TKOF ROLL OF ABOUT 6000 FT WITH ABOUT A 5 KT HEADWIND. 4) IN VIEW OF THE WT, I USED A GENTLE ROTATION RATE AND NOTED A SLUGGISH CLB RATE DURING CLEAN-UP. BOTH PLTS COMMENTED ON A 1400-1500 FPM CLB PASSING FL250 AT NORMAL PWR AND SPD AT ISA +1 DEG TEMP. DUE TO MY RELATIVE LACK OF EXPERIENCE IN THIS MODEL OF B767, ABOUT 100-200 HRS, I COULD NOT EVALUATE IF THIS WAS NORMAL PERFORMANCE OR NOT. 5) FMS INDICATED A LNDG WT OF 290400 LBS, NEAR THE MAX STRUCTURAL LNDG WT OF 295000 LBS. 6) THE HAND-FLOWN VISUAL APCH TO RWY 34R AT ZZZ WAS GENERALLY STABLE AT A BUG AIRSPD OF 144 KIAS (KIAS (VREF +5 KTS) EXCEPT THAT I HAD TO MANUALLY ADD ABOUT 300 LBS PER HR PWR TO CORRECT FOR BEING ABOUT 2 KTS SLOW AT ABOUT 500 FT AGL. 7) PWR REDUCTION AND FLARE AT 20 FT RA AT BUG SPD WERE NORMAL, IE, A GENTLE PWR REDUCTION DUE TO FAST SPOOL DOWN OF GE ENGS. ACFT WAS IN TRIM. THE WIND WAS VARIABLE AT 3 KNOTS. 8) TOUCHDOWN WAS QUITE SOFT AT WHICH APPEARED TO BE A NORMAL ATTITUDE. 9) DURING AUTO SPD BRAKE DEPLOYMENT, I NOTED A SLIGHT NOSE UP PITCH. FO NOTED ABOUT 7.5 DEGS NOSE UP ON THE ADI. I LOWERED THE NOSE AND ROLLOUT WAS NORMAL.

Data retrieved from NASA's ASRS site as of July 2007 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.