Narrative:

Departing nome, ak, with runway 9/27 closed for construction, runway 2/20 are the options. We had landed and commented on needing 1200 ft, 2 mi for departure from runway 2, the only realistic option with the wind and runway slope on a slippery runway. As we sat, the WX changed numerous times around 7 scattered 11 broken and 3-5 mi. An aircraft departed on 20 downhill, downwind and we commented that runway 20 was not an option at our weight with the slick runway. The visibility improved greatly (6 mi) and we taxied to runway 2, departing for otz. After departure a special was issued for 11 scattered 21 broken and 6 mi but it became obvious that the recorded WX was 11 broken when we departed. We are completing work on a 400-1 departure min for 2 on the medium large transport during the construction period. It would make it easier at FSS airports if the new WX were read as it is received from the national WX facility. That is quite common but not always done. In addition, IFR departure mins above basic VFR at an airport that has circling landing mins to either 2 or 20 of 500 - 1 1/2 seems to be hard to explain or justify. We are now completing lower takeoff mins for 2 -- why were the existing departure mins ever acceptable? One can visualize a crew going downhill, downwind on runway 20 with basic VFR WX prevailing and having just circled the airport environment at 500 - 1 1/2.

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Original NASA ASRS Text

Title: FLC OF MLG ALLEGEDLY TOOK OFF FROM NOME, AK, WITH WX CEILING BELOW CHARTER MINS.

Narrative: DEPARTING NOME, AK, WITH RWY 9/27 CLOSED FOR CONSTRUCTION, RWY 2/20 ARE THE OPTIONS. WE HAD LANDED AND COMMENTED ON NEEDING 1200 FT, 2 MI FOR DEP FROM RWY 2, THE ONLY REALISTIC OPTION WITH THE WIND AND RWY SLOPE ON A SLIPPERY RWY. AS WE SAT, THE WX CHANGED NUMEROUS TIMES AROUND 7 SCATTERED 11 BROKEN AND 3-5 MI. AN ACFT DEPARTED ON 20 DOWNHILL, DOWNWIND AND WE COMMENTED THAT RWY 20 WAS NOT AN OPTION AT OUR WT WITH THE SLICK RWY. THE VISIBILITY IMPROVED GREATLY (6 MI) AND WE TAXIED TO RWY 2, DEPARTING FOR OTZ. AFTER DEP A SPECIAL WAS ISSUED FOR 11 SCATTERED 21 BROKEN AND 6 MI BUT IT BECAME OBVIOUS THAT THE RECORDED WX WAS 11 BROKEN WHEN WE DEPARTED. WE ARE COMPLETING WORK ON A 400-1 DEP MIN FOR 2 ON THE MLG DURING THE CONSTRUCTION PERIOD. IT WOULD MAKE IT EASIER AT FSS ARPTS IF THE NEW WX WERE READ AS IT IS RECEIVED FROM THE NATIONAL WX FACILITY. THAT IS QUITE COMMON BUT NOT ALWAYS DONE. IN ADDITION, IFR DEP MINS ABOVE BASIC VFR AT AN ARPT THAT HAS CIRCLING LNDG MINS TO EITHER 2 OR 20 OF 500 - 1 1/2 SEEMS TO BE HARD TO EXPLAIN OR JUSTIFY. WE ARE NOW COMPLETING LOWER TKOF MINS FOR 2 -- WHY WERE THE EXISTING DEP MINS EVER ACCEPTABLE? ONE CAN VISUALIZE A CREW GOING DOWNHILL, DOWNWIND ON RWY 20 WITH BASIC VFR WX PREVAILING AND HAVING JUST CIRCLED THE ARPT ENVIRONMENT AT 500 - 1 1/2.

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.