|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : pns|
|Altitude||msl bound lower : 1000|
msl bound upper : 1000
|Controlling Facilities||tracon : pns|
tower : bna
|Operator||common carrier : air carrier|
|Make Model Name||Large Transport, Low Wing, 3 Turbojet Eng|
|Flight Phase||climbout : intermediate altitude|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 150|
flight time total : 7100
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 240|
flight time total : 2800
|Anomaly||inflight encounter : weather|
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : regained aircraft control|
|Air Traffic Incident||other|
On the approach to pns the WX M 23 broken 45 ovc 1 r-fh temperature 63F 060/10 altitude 30.01. On taxi out tower gave us LLWAS readings of 070/03 and 240/14. The rain was somewhat heavier than when we arrived but was still ready with no gusty winds present. We computed the take off using contaminated slippery conditions. We used normal power and ran the engines up to take off power before releasing brakes, and we used flight ignition on engines one and three. We briefed on the use of the V1 speed and I advised the first officer to use extra airspeed of bug plus 20 during departure in case we encountered any of the adverse wind. We had flown this particular aircraft on the two previous flts and had used the radar so felt comfortable with the information it gave us. The crew had flown together on the previous three days of this four day rotation so had a good understanding of how we functioned as a crew and I elected to continue the normal sequence of take off and lndgs and let the first officer fly the leg to btr. I also felt this would allow me more time to evaluate weather should we encounter weather enroute. At no time was any mention made of any weather at the departure end of the runway by the tower. At 'positive rate' I raised the gear and we climbed to 1000' with light turbulence. At 1000' the first officer called for and set 5 degree flaps while I was talking to departure control. We started hitting severe turbulence and the airspeed increased to about 200 to 210 KTS pitching the aircraft nose up. The first officer pushed forward on the yoke but the nose continue to come further up. I commanded get the nose down and assisted in pushing the nose back to 15 degree which required using a slight bit of negative G forces. The nose reached approximately 30 degree nose up before it responded to the control pressure. At the same time I added full power as the airspeed started to decay which got back to approximately 165 KTS at its lowest point still with 5 degree of flaps. I gave them a report on the severe wind conditions we experienced during departure. Everything happened so quickly that it was difficult to give them an extremely detailed explanation but it appears that the airspeed increased rapidly from 160 KTS to the 200 to 210 range which would indicate a 40 to 50 KT increase which drastically increased the lift causing the nose to pitch up. The decrease in airspeed seemed to be a normal drop off considering the pitch of the aircraft and not the drop off expected when coming out the other side. At no time did we get any stall shaker or indication of stall or buffeting of any kind other than the turbulence induced bouncing. I feel the windshear training during the initial checkout was of tremendous benefit and enabled us to cope methodically and effectively with some very unfavorable winds.
Original NASA ASRS Text
Title: ACR LGT ENCOUNTERED WIND SHEAR AFTER TKOF FROM PNS.
Narrative: ON THE APCH TO PNS THE WX M 23 BKN 45 OVC 1 R-FH TEMP 63F 060/10 ALT 30.01. ON TAXI OUT TWR GAVE US LLWAS READINGS OF 070/03 AND 240/14. THE RAIN WAS SOMEWHAT HEAVIER THAN WHEN WE ARRIVED BUT WAS STILL READY WITH NO GUSTY WINDS PRESENT. WE COMPUTED THE TAKE OFF USING CONTAMINATED SLIPPERY CONDITIONS. WE USED NORMAL POWER AND RAN THE ENGINES UP TO TAKE OFF POWER BEFORE RELEASING BRAKES, AND WE USED FLT IGNITION ON ENGINES ONE AND THREE. WE BRIEFED ON THE USE OF THE V1 SPEED AND I ADVISED THE F/O TO USE EXTRA AIRSPEED OF BUG PLUS 20 DURING DEP IN CASE WE ENCOUNTERED ANY OF THE ADVERSE WIND. WE HAD FLOWN THIS PARTICULAR ACFT ON THE TWO PREVIOUS FLTS AND HAD USED THE RADAR SO FELT COMFORTABLE WITH THE INFORMATION IT GAVE US. THE CREW HAD FLOWN TOGETHER ON THE PREVIOUS THREE DAYS OF THIS FOUR DAY ROTATION SO HAD A GOOD UNDERSTANDING OF HOW WE FUNCTIONED AS A CREW AND I ELECTED TO CONTINUE THE NORMAL SEQUENCE OF TAKE OFF AND LNDGS AND LET THE F/O FLY THE LEG TO BTR. I ALSO FELT THIS WOULD ALLOW ME MORE TIME TO EVALUATE WEATHER SHOULD WE ENCOUNTER WEATHER ENROUTE. AT NO TIME WAS ANY MENTION MADE OF ANY WEATHER AT THE DEPARTURE END OF THE RWY BY THE TWR. AT 'POSITIVE RATE' I RAISED THE GEAR AND WE CLIMBED TO 1000' WITH LIGHT TURBULENCE. AT 1000' THE F/O CALLED FOR AND SET 5 DEG FLAPS WHILE I WAS TALKING TO DEP CTL. WE STARTED HITTING SEVERE TURBULENCE AND THE AIRSPEED INCREASED TO ABOUT 200 TO 210 KTS PITCHING THE ACFT NOSE UP. THE F/O PUSHED FORWARD ON THE YOKE BUT THE NOSE CONTINUE TO COME FURTHER UP. I COMMANDED GET THE NOSE DOWN AND ASSISTED IN PUSHING THE NOSE BACK TO 15 DEG WHICH REQUIRED USING A SLIGHT BIT OF NEGATIVE G FORCES. THE NOSE REACHED APPROX 30 DEG NOSE UP BEFORE IT RESPONDED TO THE CTL PRESSURE. AT THE SAME TIME I ADDED FULL POWER AS THE AIRSPEED STARTED TO DECAY WHICH GOT BACK TO APPROX 165 KTS AT ITS LOWEST POINT STILL WITH 5 DEG OF FLAPS. I GAVE THEM A REPORT ON THE SEVERE WIND CONDITIONS WE EXPERIENCED DURING DEPARTURE. EVERYTHING HAPPENED SO QUICKLY THAT IT WAS DIFFICULT TO GIVE THEM AN EXTREMELY DETAILED EXPLANATION BUT IT APPEARS THAT THE AIRSPEED INCREASED RAPIDLY FROM 160 KTS TO THE 200 TO 210 RANGE WHICH WOULD INDICATE A 40 TO 50 KT INCREASE WHICH DRASTICALLY INCREASED THE LIFT CAUSING THE NOSE TO PITCH UP. THE DECREASE IN AIRSPEED SEEMED TO BE A NORMAL DROP OFF CONSIDERING THE PITCH OF THE ACFT AND NOT THE DROP OFF EXPECTED WHEN COMING OUT THE OTHER SIDE. AT NO TIME DID WE GET ANY STALL SHAKER OR INDICATION OF STALL OR BUFFETING OF ANY KIND OTHER THAN THE TURBULENCE INDUCED BOUNCING. I FEEL THE WINDSHEAR TRAINING DURING THE INITIAL CHECKOUT WAS OF TREMENDOUS BENEFIT AND ENABLED US TO COPE METHODICALLY AND EFFECTIVELY WITH SOME VERY UNFAVORABLE WINDS.
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.