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was just too strong to prevent loss of control.
This reporter added that during the taxiway excursion, the
aircraft “felt like it was being lifted by a giant hand.” Damage
was done to the wingtip and propeller.
“The Aircraft Immediately
Began to Settle”
The flight crew of a corporate turboprop ignored a subtle
IAS hesitation during takeoff at a high-altitude airport—and
recognized too late that it was a “strong negative windshear.”
n Cleared for takeoff on Runway 03. First Officer was at
the controls. Current METAR (nearly 1 hour old) as follows:
Date and time 050/06KT 10 SM SCT110 19/M06 A3000.
Light wind was confirmed by observation of windsock and
flags. Review of performance charts showed comfortable
margins for acceleration/stop and acceleration/go. Broken
clouds and virga were noted to the south, scattered to broken
clouds were observed to the north. Runway was dry and
clean. Rotation speed was increased by 6 knots over that
required for our takeoff weight to assure clean unstick. Max
power was set before brake release. Acceleration was normal
until after 80 knot status check and callout. Momentary
hesitation of IAS increase was noted at approximately 87
knots, followed by resumption of normal acceleration.
Normal rotation to TOGA V-bar pitch attitude resulted in
lift-off, but the aircraft immediately began to settle. IAS
was decreasing rapidly in spite of subjective feel of normal
acceleration…Main wheels contacted the runway 2-3
seconds after liftoff…When the mains touched down, I took
the controls and applied full reverse and moderate braking
(to avoid wheel lock-up). Approximately 2,500 feet of runway
remained. IAS was less than 100 knots…Upon reaching the
end of the pavement, I steered 10 degrees left to avoid the
localizer antenna berm, continued full reverse, and applied
max braking on sandy soil. First Officer assisted with braking
and executed the emergency shutdown procedure before the
aircraft came to rest. The aircraft stopped approximately
500-600 feet past the end of the runway. After assuring the
emergency egress was not required, I exited the aircraft and
found all landing gear intact and no visible damage. Both
mains deflated within a few minutes when the fuse plugs
activated from the heat generated by the max braking effort.
I noted a strong, steady wind, estimated to be in excess of
20 knots, coming from the direction of the runway. The new
METAR…showed 340 degrees 12 knots gusting 23 knots.
Runway was changed to Runway 21 while we were waiting
for service vehicles to arrive.
The event is the result of a strong negative windshear at
rotation…If I had to do it again, I would discontinue the
takeoff at the point where the IAS hesitated momentarily.
Our training discourages aborting after 80 knots except for
fire, engine failure, or directional control. The First Officer
and I were primed to continue in the absence of an abnormal
indication prior to 80 knots. In this situation, I do not believe
the aircraft could have remained airborne and climbed to
avoid a CFIT outcome….
Number 348 December 2008
This month’s CALLBACK is devoted to cold-weather
incidents reported to ASRS by general aviation
and air carrier pilots. The general aviation reports
emphasize the helpfulness of Aeronautical Decision
Making (ADM) techniques and careful prefl ight
preparations when encountering icing and snow
conditions. The air carrier reports describe the
importance of following standard ground handling
procedures to ensure the safety of fl ight.
A CFI with instrument and multi-engine ratings
reported an incident to ASRS that involved a Technically
Advanced Aircraft (TAA) – a Cessna 182 equipped with
an onboard satellite weather display. Our reporter made
a “go” decision based on the availability of the technology
onboard, but realized too late that the weather data
provided was not “real-time.”
■ Got weather for ZZZ1, IFR enroute, thunderstorms
north of our route of fl ight. Clear at destination...Decided
to go because of onboard [satellite] weather and ability
to keep an eye on the thunderstorms north of our route.
Flying in actual conditions in and out of clouds at 11,000
feet (MEA 10,000 feet), weather display showed rain
north of our route of fl ight as forecast, OAT 4 degrees C,
otherwise clear of rain on our route. Entered a cloud and
30 seconds later heard rain on the windshield, looked up
to see the entire windshield was white with ice, looked
　
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