Narrative:

On final approach to telluride airport runway 9. Winds reported by both rocky mt operations and tex unicom were 180 degree at 5-10 KTS and had been that way for at least 5 min prior to final approach. The approach was stabilized at vref + 5 KTS as we crossed the threshold. I had begun the flare and had brought the power levers back to idle when we experienced a strong tailwind. We could actually feel the aircraft accelerate as though we had been run into from the rear. Because of the loss of lift associated with this tailwind we touched down firmly and directional control with rudder was basically non existent. The aircraft had touched down in the desired location on the runway and I brought the power levers back over the gate into ground-fire but we could still feel the aircraft accelerating. The rudder at this point was completely ineffective in maintaining directional control and I was struggling to keep it on the runway with power levers and brakes. I was too busy to look at the airspeed indicator but after what I would estimate to be 300-400' we ran out of the tailwind and into a headwind strong enough to put us airborne again. I glanced at the airspeed indicator which showed 120 KTS which was 15-20 KTS faster than what we had crossed the threshold with. At that point the power levers were still back over the gate into ground fire, the airspeed was deteriorating rapidly, the engines had spooled down, and I had regained directional control of the aircraft with the rudder again so I elected to land again rather than attempt a go around. As we taxied towards the opposite end of the runway the windsock at the approach end of 27 indicated the wind was out of the west but unicom and company operations were still calling it at 180 degree at 5-10 KTS. The reason for the discrepancy is that the winds are read from approximately the mid-field position. In my opinion this is not adequate. Because of the unique location of the telluride airport and the problems associated with the high density altitude, I feel that telluride is a marginal airport at best in which to operate an light transport airliner. In the interest of safety, I feel it is imperative that accurate wind direction and velocity information at the approach ends as well as mid-field be made available to pilots.

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Original NASA ASRS Text

Title: FLT CREW OF LTT ACFT LNDG AT TEX, CO, ENCOUNTERED STRONG WINDSHEAR DEVELOPING INTO BRIEF BUT HEAVY TAILWIND AFTER TOUCHDOWN, INCREASING GND SPEED OF ACFT WHICH THEN ENCOUNTERED HEADWIND STRONG ENOUGH TO CAUSE THE ACFT TO BECOME AIRBORNE AGAIN. CAPT REGAINED CONTROL AND BROUGHT ACFT TO STOP ON RWY.

Narrative: ON FINAL APCH TO TELLURIDE ARPT RWY 9. WINDS REPORTED BY BOTH ROCKY MT OPERATIONS AND TEX UNICOM WERE 180 DEG AT 5-10 KTS AND HAD BEEN THAT WAY FOR AT LEAST 5 MIN PRIOR TO FINAL APCH. THE APCH WAS STABILIZED AT VREF + 5 KTS AS WE CROSSED THE THRESHOLD. I HAD BEGUN THE FLARE AND HAD BROUGHT THE POWER LEVERS BACK TO IDLE WHEN WE EXPERIENCED A STRONG TAILWIND. WE COULD ACTUALLY FEEL THE ACFT ACCELERATE AS THOUGH WE HAD BEEN RUN INTO FROM THE REAR. BECAUSE OF THE LOSS OF LIFT ASSOCIATED WITH THIS TAILWIND WE TOUCHED DOWN FIRMLY AND DIRECTIONAL CONTROL WITH RUDDER WAS BASICALLY NON EXISTENT. THE ACFT HAD TOUCHED DOWN IN THE DESIRED LOCATION ON THE RWY AND I BROUGHT THE POWER LEVERS BACK OVER THE GATE INTO GND-FIRE BUT WE COULD STILL FEEL THE ACFT ACCELERATING. THE RUDDER AT THIS POINT WAS COMPLETELY INEFFECTIVE IN MAINTAINING DIRECTIONAL CONTROL AND I WAS STRUGGLING TO KEEP IT ON THE RWY WITH POWER LEVERS AND BRAKES. I WAS TOO BUSY TO LOOK AT THE AIRSPEED INDICATOR BUT AFTER WHAT I WOULD ESTIMATE TO BE 300-400' WE RAN OUT OF THE TAILWIND AND INTO A HEADWIND STRONG ENOUGH TO PUT US AIRBORNE AGAIN. I GLANCED AT THE AIRSPEED INDICATOR WHICH SHOWED 120 KTS WHICH WAS 15-20 KTS FASTER THAN WHAT WE HAD CROSSED THE THRESHOLD WITH. AT THAT POINT THE POWER LEVERS WERE STILL BACK OVER THE GATE INTO GND FIRE, THE AIRSPEED WAS DETERIORATING RAPIDLY, THE ENGINES HAD SPOOLED DOWN, AND I HAD REGAINED DIRECTIONAL CONTROL OF THE ACFT WITH THE RUDDER AGAIN SO I ELECTED TO LAND AGAIN RATHER THAN ATTEMPT A GO AROUND. AS WE TAXIED TOWARDS THE OPPOSITE END OF THE RWY THE WINDSOCK AT THE APCH END OF 27 INDICATED THE WIND WAS OUT OF THE WEST BUT UNICOM AND COMPANY OPERATIONS WERE STILL CALLING IT AT 180 DEG AT 5-10 KTS. THE REASON FOR THE DISCREPANCY IS THAT THE WINDS ARE READ FROM APPROX THE MID-FIELD POSITION. IN MY OPINION THIS IS NOT ADEQUATE. BECAUSE OF THE UNIQUE LOCATION OF THE TELLURIDE ARPT AND THE PROBLEMS ASSOCIATED WITH THE HIGH DENSITY ALT, I FEEL THAT TELLURIDE IS A MARGINAL ARPT AT BEST IN WHICH TO OPERATE AN LTT AIRLINER. IN THE INTEREST OF SAFETY, I FEEL IT IS IMPERATIVE THAT ACCURATE WIND DIRECTION AND VELOCITY INFO AT THE APCH ENDS AS WELL AS MID-FIELD BE MADE AVAILABLE TO PLTS.

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.