Air carrier heavy transport deviated from clearance route after tail strike on takeoff.

Attributes
ACN	99277
Time
Date	198811
Day	Fri
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : oak
State Reference	CA
Altitude	msl bound lower : 0 msl bound upper : 6000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : oak tower : oak
Operator	common carrier : air carrier
Make Model Name	Heavy Transport, Low Wing, 4 Turbojet Eng
Flight Phase	climbout : takeoff climbout : intermediate altitude climbout : initial
Route In Use	departure sid : sid
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 120 flight time total : 11000
ASRS Report	99277
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : clearance non adherence : published procedure non adherence : far other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	controller : issued new clearance none taken : detected after the fact other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On takeoff from oak runway 11, captain flying, hit tail skid of heavy transport on rotation. SID requires takeoff on runway heading (110 degrees) to intercept oak 121 degree right to 12 DME (dokks intersection) to intercept 028 degree right of osi VOR and go inbound with 028 degree right of osi requiring 5000' MOCA. Aircraft was at gross takeoff weight. I, as first officer called CDI alive on captain's CDI showing oak 121 degree right coming in about 3 mi after takeoff. Even though airspeed was 215 KTS, captain advised aircraft too heavy to bank and flew heading 110 degrees, as CDI centered showing us on oak 121 degree right, I advised captain, his reply aircraft still too heavy to bank and said he knew the area. We were climbing very slowly. Departure control called every 10-15 seconds requesting our altitude and questioning our heading. By now CDI completely deflected to the right of course. I again advised captain to turn. He argued that he knew where we were. I said large hills to east. He said he knew it. By now many more calls from departure control requesting altitude had been received, then a urgent request to turn right to 200 degrees or 220 degrees (I don't remember which) going inbound to woodside captain at only 3000' when inbound to osi and still climbing slowly. Captain acted like he was mesmerized. I was just getting ready to take aircraft from captain when departure control ordered 200 or 220 degree heading. Captain responded so did not. We violated SID, both course and altitude. This incident I feel was caused by the captain hitting the tailskid on takeoff and seemed to dull his senses. Captain also denied hitting tail on takeoff and denied having the tower call us on takeoff rotation, advising of sparks coming from the tail of the aircraft. Captain told flight engineer and myself we were wrong, that there definitely was no strike on takeoff, and refused to let flight engineer record tail strike in aircraft log. Captain claimed aircraft cg wrong. I advised captain had 1.8 on turn wheel in cruise and 6.5 on landing in hnl. All of this would indicate aircraft cg in range but slightly forward--not off as he tried to allude.

Original NASA ASRS Text

Title: ACR HVT DEVIATED FROM CLRNC ROUTE AFTER TAIL STRIKE ON TKOF.

Narrative: ON TKOF FROM OAK RWY 11, CAPT FLYING, HIT TAIL SKID OF HVT ON ROTATION. SID REQUIRES TKOF ON RWY HDG (110 DEGS) TO INTERCEPT OAK 121 DEG R TO 12 DME (DOKKS INTXN) TO INTERCEPT 028 DEG R OF OSI VOR AND GO INBND WITH 028 DEG R OF OSI REQUIRING 5000' MOCA. ACFT WAS AT GROSS TKOF WT. I, AS FO CALLED CDI ALIVE ON CAPT'S CDI SHOWING OAK 121 DEG R COMING IN ABOUT 3 MI AFTER TKOF. EVEN THOUGH AIRSPD WAS 215 KTS, CAPT ADVISED ACFT TOO HEAVY TO BANK AND FLEW HDG 110 DEGS, AS CDI CENTERED SHOWING US ON OAK 121 DEG R, I ADVISED CAPT, HIS REPLY ACFT STILL TOO HEAVY TO BANK AND SAID HE KNEW THE AREA. WE WERE CLBING VERY SLOWLY. DEP CTL CALLED EVERY 10-15 SECS REQUESTING OUR ALT AND QUESTIONING OUR HDG. BY NOW CDI COMPLETELY DEFLECTED TO THE RIGHT OF COURSE. I AGAIN ADVISED CAPT TO TURN. HE ARGUED THAT HE KNEW WHERE WE WERE. I SAID LARGE HILLS TO E. HE SAID HE KNEW IT. BY NOW MANY MORE CALLS FROM DEP CTL REQUESTING ALT HAD BEEN RECEIVED, THEN A URGENT REQUEST TO TURN RIGHT TO 200 DEGS OR 220 DEGS (I DON'T REMEMBER WHICH) GOING INBND TO WOODSIDE CAPT AT ONLY 3000' WHEN INBND TO OSI AND STILL CLBING SLOWLY. CAPT ACTED LIKE HE WAS MESMERIZED. I WAS JUST GETTING READY TO TAKE ACFT FROM CAPT WHEN DEP CTL ORDERED 200 OR 220 DEG HDG. CAPT RESPONDED SO DID NOT. WE VIOLATED SID, BOTH COURSE AND ALT. THIS INCIDENT I FEEL WAS CAUSED BY THE CAPT HITTING THE TAILSKID ON TKOF AND SEEMED TO DULL HIS SENSES. CAPT ALSO DENIED HITTING TAIL ON TKOF AND DENIED HAVING THE TWR CALL US ON TKOF ROTATION, ADVISING OF SPARKS COMING FROM THE TAIL OF THE ACFT. CAPT TOLD FE AND MYSELF WE WERE WRONG, THAT THERE DEFINITELY WAS NO STRIKE ON TKOF, AND REFUSED TO LET FE RECORD TAIL STRIKE IN ACFT LOG. CAPT CLAIMED ACFT CG WRONG. I ADVISED CAPT HAD 1.8 ON TURN WHEEL IN CRUISE AND 6.5 ON LNDG IN HNL. ALL OF THIS WOULD INDICATE ACFT CG IN RANGE BUT SLIGHTLY FORWARD--NOT OFF AS HE TRIED TO ALLUDE.

Data retrieved from NASA's ASRS site as of August 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.