Vietnam B789 at Munich on Aug 15th 2026, late rotation, tailstrike, runway overrun, tyre damage

Kingairer said:
There’s some video out there showing them going beyond the runway. Yikes
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The preliminary report says 400’ ft off the end in the grass and first row of approach lights when it finally lifted off. And the crew reported a “low tire pressure” and needed to return. I guess running off the end into the dirt and hitting approach lights wasn’t as much of a concern as the low tire pressure light??

This could’ve been a whole lot worse!
 
A300Capt said:
Can’t imagine what flex temp or reduce thrust/flap setting they used but obviously a gross error on the calculation (assuming the W&B was correct)…
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From video it doesn’t sound like any thrust changes… how do you not go to toga power when you start running out of 13k feet of runway? It’ll be interesting to see
 
how overweight, or reduced thrust, or both, does a 787 have to be, to not be able to lift off of a 13,100+ foot runway? I wouldn’t think it would be a config error, as that would give an instant warning. The last jet i saw using significant amounts of runway like that, nearly 10,000 feet, were fully loaded A-model KC-135 tankers.
 
MikeD said:
how overweight, or reduced thrust, or both, does a 787 have to be, to not be able to lift off of a 13,100+ foot runway? I wouldn’t think it would be a config error, as that would give an instant warning. The last jet i saw using significant amounts of runway like that, nearly 10,000 feet, were fully loaded A-model KC-135 tankers.
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Not sure how much experience the crew had in type to recognize that something (power setting, flaps, V-speeds etc..) just don’t seem right based on weight and current weather conditions. As far as a flap config error messages I guess it all depends on whether or not the correct data was input into the FMC/S. I’ve watched folks fat fingering all kinds of crazy stuff into the wrong FMS prompts …done it myself. Fortunately, one of us always caught the mistake before it became an issue.

What’s strange is the initial takeoff roll seemed brisk and normal. Did the autothrottles walk themselves back and nobody noticed…I’ve seen it happen. Were the autothrottles possibly deferred and the throttles move back due to vibrations (possibly after V1) and the nobody noticed until it was almost too late? Were incorrect inputs initially entered into the FMS which would affected power settings/V-speeds/ flap settings? Who knows?

I would think B787, A350’s, B747-8 etc would have some sort of auto-upload feature into the FMS from dispatch and/or load control for weights, power settings, V-speeds and routing. We had most of those features in the MD-11. Prior to that we were manually loading everything and mistakes could easily be made.

Regardless, I’m pretty sure the new heavy twins (even the old ones) are over powered beasts on takeoff and at some point the pilots just have realize the aircraft just isn’t accelerating like it should and either abort or firewall it long before the end of the rwy. 13,000ft rwy plus another 400ft into the dirt, barring something catastrophic happening, should’ve been more than enough to get airborne with room to spare.
 
Apparently the aircraft left skid marks on its way off the runway


Screenshot 2026-08-16 at 6.35.42 PM.png
 
DE727UPS said:
On the 75/76, that was one of the four things that set off the really loud siren sound. Flaps not in takeoff, trim out of takeoff range, parking brake, maybe it was three things.
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Flaps, Spoilers, Trim, and Parking Brake.

If it is indeed incorrect V speeds loaded, I'm really starting to like the way we do it in the US where performance numbers are auto-uplinked to the FMS via ACARS once the load closeout is received. You check for reasonableness and accept them. Sure everything is susceptible to glitches, like what happened a couple of years ago to that Alaska 737, but it's much more rare than manual data input errors. In almost 5 years at my air line I only had one strange uplink come back that I couldn't immediately reconcile and required a phone call to load control. They were able to figure out the discrepancy and we went our merry way. In the rest of the world, each pilot does their performance calculations independently on a dedicated EFB app (or if they still use the onboard OPT), then cross-check it with each other making sure they came up with the same thing, and type it in. I think the potential for errors is much higher that way, between transcription errors, distractions, and data entry errors. Just look at the LATAM 777 in MXP to see how quickly it can go wrong.
 
DE727UPS said:
On the 75/76, that was one of the four things that set off the really loud siren sound. Flaps not in takeoff, trim out of takeoff range, parking brake, maybe it was three things.
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A300Capt said:
Parking brake set is an automatic takeoff config warning once power is advanced to the takeoff setting so that would be unlikely…assuming system worked as designed.
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Inadvertent application of brakes by crewmember?
 
Sooo, question for the A350-heads: if an A350 found itself in this same apparent scenario -- acceleration insufficient for the distance remaining -- what would the ROPS do?

Gonna be a real awkward Monday morning at Boeing; their ROAAS system on the 787 has yet to be fielded and the EASA law mandating it went into effect last month.
 
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