What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On may 11, 2019, at 06:15Z, national airlines N952CA, a Boeing model B747-428 bcf, operating as flight number NCR443, departed (pgua) Anderson Afb, guam to (phik) hickam afb, Hawaii. Pilot in command (PIC) reported normal takeoff until after V1 and that approximately ten knots prior to rotation the right wing started to rise. PIC applied nearly full right aileron to maintain directional control. The aircraft continued to roll left but the flight crew were able to maintain directional control with some rudder input. At 1000 feet, the flight crew pitched over to accelerate for flap retraction. At approximately flaps ten to five a ?pop? Sound was heard in the cockpit, and control started to appear normal. At flaps up directional control was normal. PIC accelerated to 260KTS and held speed until he stopped the climb at 15,000 feet in order to assess the situation. The onboard mechanics went down stairs and reported that there was damage to the number 5 and 6 spoilers. The flight crew elected to continue to phik.
Upon arrival at phik, when the flight crew extended the flaps from 10 to 25, the controllability degraded but again was reported as controllable. Aircraft landed and normal rollout ensued.
Post flight inspection by the carrier?s mechanics and flight crew established damage to the aircraft and flight controls, along with a missing left hand inboard fore flap.
As the FAA filed it
ON MAY 11, 2019, AT 06:15Z, NATIONAL AIRLINES N952CA, A BOEING MODEL B747-428 BCF, OPERATING AS FLIGHT NUMBER NCR443, DEPARTED (PGUA) ANDERSON AFB, GUAM TO (PHIK) HICKAM AFB, HAWAII. PILOT IN COMMAND (PIC) REPORTED NORMAL TAKEOFF UNTIL AFTER V1 AND THAT APPROXIMATELY TEN KNOTS PRIOR TO ROTATION THE RIGHT WING STARTED TO RISE. PIC APPLIED NEARLY FULL RIGHT AILERON TO MAINTAIN DIRECTIONAL CONTROL. THE AIRCRAFT CONTINUED TO ROLL LEFT BUT THE FLIGHT CREW WERE ABLE TO MAINTAIN DIRECTIONAL CONTROL WITH SOME RUDDER INPUT. AT 1000 FEET, THE FLIGHT CREW PITCHED OVER TO ACCELERATE FOR FLAP RETRACTION. AT APPROXIMATELY FLAPS TEN TO FIVE A ?POP? SOUND WAS HEARD IN THE COCKPIT, AND CONTROL STARTED TO APPEAR NORMAL. AT FLAPS UP DIRECTIONAL CONTROL WAS NORMAL. PIC ACCELERATED TO 260KTS AND HELD SPEED UNTIL HE STOPPED THE CLIMB AT 15,000 FEET IN ORDER TO ASSESS THE SITUATION. THE ONBOARD MECHANICS WENT DOWN STAIRS AND REPORTED THAT THERE WAS DAMAGE TO THE NUMBER 5 AND 6 SPOILERS. THE FLIGHT CREW ELECTED TO CONTINUE TO PHIK.
UPON ARRIVAL AT PHIK, WHEN THE FLIGHT CREW EXTENDED THE FLAPS FROM 10 TO 25, THE CONTROLLABILITY DEGRADED BUT AGAIN WAS REPORTED AS CONTROLLABLE. AIRCRAFT LANDED AND NORMAL ROLLOUT ENSUED.
POST FLIGHT INSPECTION BY THE CARRIER?S MECHANICS AND FLIGHT CREW ESTABLISHED DAMAGE TO THE AIRCRAFT AND FLIGHT CONTROLS, ALONG WITH A MISSING LEFT HAND INBOARD FORE FLAP.