Narrative:

During takeoff from ZZZ on runway xx; we received 'headwind shear' alert at about 120 kts. Captain decided to continue. The auto-throttle moved to max; but airspeed was slow to increase so captain pushed the throttles through the gate as a precaution. After gaining some altitude and airspeed; captain reduced thrust. An amber tgt (turbine gas temperature) overheat 905 and select fadec altn was illuminated. Captain called for flaps up; being distracted by the alerts and ATC (air traffic control); I inadvertently retracted the slats in one motion. Captain identified my mistake and called for slats extend and I re-extended the slats. The airspeed did not drop below the foot. At that point we did an sos brief and I performed the QRH (quick reference handbook) checklist. We then requested to level off at 16;000 feet and told ATC of the possibility of a diversion. We then spoke to maintenance and we agreed it would be best to divert to ZZZ1 for maintenance. We told ATC or intentions to divert to ZZZ1; notified the fas (flight attendants) and passengers; and landed at ZZZ1 without further incident. CAWS (central aural warning system) announced the wind shear alert that prompted our reaction. 'Headwind shear' alert that prompted power through the gate resulting in overtemp and fadec altn. Distraction and workload caused me to push the flap handle through the 0 detent. Upon the wind shear alert captain decided to push throttles through the gate out of an abundance of safety. Upon my inadvertent retraction of the slats; the captain called for slats extend and I complied. In the future I will be more deliberate with my actions under high stress situations.

Related reports:

Google
 

Original NASA ASRS Text

Title: B717 flight crew reported a wind shear encounter on takeoff.

Narrative: During takeoff from ZZZ on Runway XX; we received 'HEADWIND SHEAR' alert at about 120 kts. Captain decided to continue. The auto-throttle moved to max; but airspeed was slow to increase so Captain pushed the throttles through the gate as a precaution. After gaining some altitude and airspeed; Captain reduced thrust. An amber TGT (Turbine Gas Temperature) overheat 905 and SELECT FADEC ALTN was illuminated. Captain called for flaps up; being distracted by the alerts and ATC (Air Traffic Control); I inadvertently retracted the slats in one motion. Captain identified my mistake and called for slats extend and I re-extended the slats. The airspeed did not drop below the foot. At that point we did an SOS brief and I performed the QRH (Quick Reference Handbook) checklist. We then requested to level off at 16;000 feet and told ATC of the possibility of a diversion. We then spoke to Maintenance and we agreed it would be best to divert to ZZZ1 for maintenance. We told ATC or intentions to divert to ZZZ1; notified the FAs (Flight Attendants) and passengers; and landed at ZZZ1 without further incident. CAWS (Central Aural Warning System) announced the wind shear alert that prompted our reaction. 'HEADWIND SHEAR' alert that prompted power through the gate resulting in overtemp and FADEC ALTN. Distraction and workload caused me to push the flap handle through the 0 detent. Upon the wind shear alert Captain decided to push throttles through the gate out of an abundance of safety. Upon my inadvertent retraction of the slats; the Captain called for slats extend and I complied. In the future I will be more deliberate with my actions under high stress situations.

Data retrieved from NASA's ASRS site 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.