Narrative:

During departure from ont we encountered a windshear event on the snshn departure from ont. At approximately 2000 ft. MSL with the autopilot just engaged; we encountered moderate turbulence and windshear. The windshear rolled the aircraft into a 40 degree right bank in accordance with a right 180 turn per the departure procedure. I was the captain and pilot monitoring with the first officer (first officer) as the pilot flying. I announced the bank angle along with the GPWS callout 'bankangle.' the first officer reacted appropriately and disengaged the autopilot; leveled the wings; recovered and maintained RNAV track per the procedure. The autopilot was re-engaged but had to be disconnected multiple times due to inadequate autopilot response to the windshear; including a 2000 fpm descent and a 1000 fpm descent while trying to maintain altitude of 8000 ft. Per the RNAV departure procedure. Control of the aircraft was accomplished with more ease manually than the autopilot. We elected to manually fly the procedure until clear of the windshear. As pilot monitoring I annunciated our slight deviations of altitude to ATC and PIREP of the conditions. After climbing through 10;000 ft. The windshear event was over except for the moderate turbulence through the climb and after passing the las VOR. The aircraft never exceeded any limitations or was at any point at risk of an undesired state.the windshear event was considered a warning and not necessary for a windshear escape maneuver. Control of the aircraft manually was sufficient enough to maintain course; altitude and airspeed

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Original NASA ASRS Text

Title: B767 Captain reported encountering windshear departing ONT.

Narrative: During departure from ONT we encountered a windshear event on the SNSHN departure from ONT. At approximately 2000 ft. MSL with the autopilot just engaged; we encountered moderate turbulence and windshear. The windshear rolled the aircraft into a 40 degree right bank in accordance with a right 180 turn per the departure procedure. I was the Captain and Pilot Monitoring with the FO (First Officer) as the Pilot Flying. I announced the bank angle along with the GPWS callout 'BANKANGLE.' The FO reacted appropriately and disengaged the autopilot; leveled the wings; recovered and maintained RNAV track per the procedure. The autopilot was re-engaged but had to be disconnected multiple times due to inadequate autopilot response to the windshear; including a 2000 fpm descent and a 1000 fpm descent while trying to maintain altitude of 8000 ft. per the RNAV departure procedure. Control of the aircraft was accomplished with more ease manually than the autopilot. We elected to manually fly the procedure until clear of the windshear. As Pilot Monitoring I annunciated our slight deviations of altitude to ATC and PIREP of the conditions. After climbing through 10;000 ft. the windshear event was over except for the moderate turbulence through the climb and after passing the LAS VOR. The aircraft never exceeded any limitations or was at any point at risk of an undesired state.The windshear event was considered a warning and not necessary for a windshear escape maneuver. Control of the aircraft manually was sufficient enough to maintain course; altitude and airspeed

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.