Narrative:

Shortly after takeoff from lga on a snow covered runway and during flap retraction at 1500 ft MSL, the airspeed, electric ivsi, and altimeter stopped moving. Airplane shook violently like in strong wind shear with moderate turbulence. Airspeed shot up from 190 KTS to 230-240 KTS. We quickly raised flaps to up position to avoid flap overspd, plane started to climb as read on vsi. We were still in moderate-close to severe turbulence along with moderate to severe mixed icing. We resorted to controling airplane with attitude and power (fuel flow) settings. We asked for ground speed checks from approach control. We asked for a higher altitude to get out of turbulence and icing. The controller asked if we were declaring an emergency. We said not just yet. The controller said 'forget it' as to a higher altitude. By now the attitude and power setting was working out. But our altimeter bumped up near 6000 ft in the turbulence. We asked for and were given a vector to an ILS at jfk. Keeping scat on fast side, and power settings, we shot the ILS landing at jfk without incident. Getting to hangar was very difficult as route not plowed. The aircraft was towed into a heated hangar with us aboard. Any evidence that might have revealed our problem melted or drained away before we exited aircraft and could look. What we did correct before flight: flown into lga in storm earlier so knew of clear, smooth air above 8000 ft in area. We were deiced with type ii on wings before departure. We did flight control check after deice and before takeoff. Flight engineer went mid cabin and performed a pre takeoff contamination check shortly before actual takeoff. Flight start ignition used from takeoff to landing. Engines run up at 10 min intervals and before takeoff with engine anti-ice on. Wing anti-ice turned on 800 ft AGL. Pitot heat on 30 mins before takeoff. What was wrong: clearance delivery had given us an incorrect frequency. PNF distracted and out of loop regaining communication with ny departure. De-ice crew did not coordinate start of de-ice with takeoff slot. Started spraying plane without warning. With long delay, we exceeded holdover time by 5 mins. Ferry flight. Loaded tail heavy. Aft center of gravity. Nose steering not effective taxiing in snow. Stick forces light, more difficult to control airplane in longitudinal axis in flight. SIGMET: warned of moderate to severe turbulence below 6000 ft, with moderate to severe mixed icing in clouds. Taxiing on unplowed txwys and deep snow could have affected air/ground sensing switches. Solutions/corrections: simplest -- cancel flight till next morning. De-ice crew talk with flight crew before de- ice so as to avoid long holdover time. Better still, de- ice on taxiway just before takeoff. Have de-ice crew visually check and touch static ports for no obstructions and warmth. Hold fast to holdover times. Leave gear down a while after takeoff to shed ice and snow near switches. Don't hesitate to declare emergency if you need an altitude above turbulence and out of severe icing. After all, the emergency form is easier to fill out than this NASA report.

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Original NASA ASRS Text

Title: LGT ON INITIAL CLB ENCOUNTERS ICE, WIND SHEAR, TURB, BLOCKED STATIC SOURCE. DIVERT LAND.

Narrative: SHORTLY AFTER TKOF FROM LGA ON A SNOW COVERED RWY AND DURING FLAP RETRACTION AT 1500 FT MSL, THE AIRSPD, ELECTRIC IVSI, AND ALTIMETER STOPPED MOVING. AIRPLANE SHOOK VIOLENTLY LIKE IN STRONG WIND SHEAR WITH MODERATE TURB. AIRSPD SHOT UP FROM 190 KTS TO 230-240 KTS. WE QUICKLY RAISED FLAPS TO UP POS TO AVOID FLAP OVERSPD, PLANE STARTED TO CLB AS READ ON VSI. WE WERE STILL IN MODERATE-CLOSE TO SEVERE TURB ALONG WITH MODERATE TO SEVERE MIXED ICING. WE RESORTED TO CTLING AIRPLANE WITH ATTITUDE AND PWR (FUEL FLOW) SETTINGS. WE ASKED FOR GND SPD CHKS FROM APCH CTL. WE ASKED FOR A HIGHER ALT TO GET OUT OF TURB AND ICING. THE CTLR ASKED IF WE WERE DECLARING AN EMER. WE SAID NOT JUST YET. THE CTLR SAID 'FORGET IT' AS TO A HIGHER ALT. BY NOW THE ATTITUDE AND PWR SETTING WAS WORKING OUT. BUT OUR ALTIMETER BUMPED UP NEAR 6000 FT IN THE TURB. WE ASKED FOR AND WERE GIVEN A VECTOR TO AN ILS AT JFK. KEEPING SCAT ON FAST SIDE, AND PWR SETTINGS, WE SHOT THE ILS LNDG AT JFK WITHOUT INCIDENT. GETTING TO HANGAR WAS VERY DIFFICULT AS RTE NOT PLOWED. THE ACFT WAS TOWED INTO A HEATED HANGAR WITH US ABOARD. ANY EVIDENCE THAT MIGHT HAVE REVEALED OUR PROB MELTED OR DRAINED AWAY BEFORE WE EXITED ACFT AND COULD LOOK. WHAT WE DID CORRECT BEFORE FLT: FLOWN INTO LGA IN STORM EARLIER SO KNEW OF CLR, SMOOTH AIR ABOVE 8000 FT IN AREA. WE WERE DEICED WITH TYPE II ON WINGS BEFORE DEP. WE DID FLT CTL CHK AFTER DEICE AND BEFORE TKOF. FE WENT MID CABIN AND PERFORMED A PRE TKOF CONTAMINATION CHK SHORTLY BEFORE ACTUAL TKOF. FLT START IGNITION USED FROM TKOF TO LNDG. ENGS RUN UP AT 10 MIN INTERVALS AND BEFORE TKOF WITH ENG ANTI-ICE ON. WING ANTI-ICE TURNED ON 800 FT AGL. PITOT HEAT ON 30 MINS BEFORE TKOF. WHAT WAS WRONG: CLRNC DELIVERY HAD GIVEN US AN INCORRECT FREQ. PNF DISTRACTED AND OUT OF LOOP REGAINING COM WITH NY DEP. DE-ICE CREW DID NOT COORDINATE START OF DE-ICE WITH TKOF SLOT. STARTED SPRAYING PLANE WITHOUT WARNING. WITH LONG DELAY, WE EXCEEDED HOLDOVER TIME BY 5 MINS. FERRY FLT. LOADED TAIL HVY. AFT CTR OF GRAVITY. NOSE STEERING NOT EFFECTIVE TAXIING IN SNOW. STICK FORCES LIGHT, MORE DIFFICULT TO CTL AIRPLANE IN LONGITUDINAL AXIS IN FLT. SIGMET: WARNED OF MODERATE TO SEVERE TURB BELOW 6000 FT, WITH MODERATE TO SEVERE MIXED ICING IN CLOUDS. TAXIING ON UNPLOWED TXWYS AND DEEP SNOW COULD HAVE AFFECTED AIR/GND SENSING SWITCHES. SOLUTIONS/CORRECTIONS: SIMPLEST -- CANCEL FLT TILL NEXT MORNING. DE-ICE CREW TALK WITH FLC BEFORE DE- ICE SO AS TO AVOID LONG HOLDOVER TIME. BETTER STILL, DE- ICE ON TXWY JUST BEFORE TKOF. HAVE DE-ICE CREW VISUALLY CHK AND TOUCH STATIC PORTS FOR NO OBSTRUCTIONS AND WARMTH. HOLD FAST TO HOLDOVER TIMES. LEAVE GEAR DOWN A WHILE AFTER TKOF TO SHED ICE AND SNOW NEAR SWITCHES. DON'T HESITATE TO DECLARE EMER IF YOU NEED AN ALT ABOVE TURB AND OUT OF SEVERE ICING. AFTER ALL, THE EMER FORM IS EASIER TO FILL OUT THAN THIS NASA RPT.

Data retrieved from NASA's ASRS site as of July 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.