Narrative:

Departing las on boach 2 departure; it was a hot day with a heavy airplane. On takeoff; we were cleared for takeoff and to maintain visual separation from an airbus rolling just ahead of us. As we took off; I noticed that the right engine was at 590 degrees (40-50 degrees C hotter than the left engine) but within limits. Also during the climb; the TCAS failed; making it more difficult to maintain visual separation from the airbus. As we climbed and raised the flaps to the flaps 1 degree position; the stall warning came into view on the ADI and our airspeed decreased into the stall warning area. Our vertical speed decreased from +2000 FPM to +800-900 FPM. I maintained wings level and decreased pitch to get the airplane to accelerate. As the aircraft accelerated out of the stall warning area; I asked the first officer for a turn to the boach departure. At this time ATC called and asked us to turn to a heading of 180 degrees (then later direct hec). He also asked us what happened. I told him that we had a heavy airplane. He stated; 'it would be nice if you tell somebody.' I felt that it was important to keep the aircraft from stalling and delay the turn. It felt as though we entered a downdraft as we were climbing. There was no traffic or terrain conflict. The boach 2 departure is marginal for heavy aircraft on a hot day.

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Original NASA ASRS Text

Title: B767-300 FLT CREW HAS STALL WARNING AND HDG DEV DURING BOACH 2 DEP LAS.

Narrative: DEPARTING LAS ON BOACH 2 DEP; IT WAS A HOT DAY WITH A HVY AIRPLANE. ON TKOF; WE WERE CLRED FOR TKOF AND TO MAINTAIN VISUAL SEPARATION FROM AN AIRBUS ROLLING JUST AHEAD OF US. AS WE TOOK OFF; I NOTICED THAT THE R ENG WAS AT 590 DEGS (40-50 DEGS C HOTTER THAN THE L ENG) BUT WITHIN LIMITS. ALSO DURING THE CLB; THE TCAS FAILED; MAKING IT MORE DIFFICULT TO MAINTAIN VISUAL SEPARATION FROM THE AIRBUS. AS WE CLBED AND RAISED THE FLAPS TO THE FLAPS 1 DEG POS; THE STALL WARNING CAME INTO VIEW ON THE ADI AND OUR AIRSPD DECREASED INTO THE STALL WARNING AREA. OUR VERT SPD DECREASED FROM +2000 FPM TO +800-900 FPM. I MAINTAINED WINGS LEVEL AND DECREASED PITCH TO GET THE AIRPLANE TO ACCELERATE. AS THE ACFT ACCELERATED OUT OF THE STALL WARNING AREA; I ASKED THE FO FOR A TURN TO THE BOACH DEP. AT THIS TIME ATC CALLED AND ASKED US TO TURN TO A HDG OF 180 DEGS (THEN LATER DIRECT HEC). HE ALSO ASKED US WHAT HAPPENED. I TOLD HIM THAT WE HAD A HVY AIRPLANE. HE STATED; 'IT WOULD BE NICE IF YOU TELL SOMEBODY.' I FELT THAT IT WAS IMPORTANT TO KEEP THE ACFT FROM STALLING AND DELAY THE TURN. IT FELT AS THOUGH WE ENTERED A DOWNDRAFT AS WE WERE CLBING. THERE WAS NO TFC OR TERRAIN CONFLICT. THE BOACH 2 DEP IS MARGINAL FOR HVY ACFT ON A HOT DAY.

Data retrieved from NASA's ASRS site as of January 2009 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.