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Captain of an medium large transport took off when the tower reported wind exceeded the aircraft's tailwind component limitation.
| Attributes | |
| ACN | 335680 |
| Time | |
| Date | 199605 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : ord |
| State Reference | IL |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-300 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | climbout : takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 108 flight time total : 13776 flight time type : 1923 |
| ASRS Report | 335680 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : commercial |
| Events | |
| Anomaly | non adherence other other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | none taken : insufficient time none taken : anomaly accepted |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
On my third leg after 7 weeks off (sick leave) I was the PF. We were given clearance to taxi into position and hold runway 32 and expect an immediate takeoff. The clearance for takeoff, heading and winds were given. At 40 KTS I realized that a wind of 140 degrees at 11 KTS was 1 KT too great of a tailwind (10 KTS maximum). By 80 KTS we compared those winds given to our FMS which read 140 degrees at 7 KTS and considered them to be the latest and most accurate information. At that point safety over technicality was the overriding consideration and the takeoff was continued uneventfully. I think that it takes a few days and legs to regain a rhythm after an absence from flying. However, questioning one's decision is healthy and allows one to be more prepared for the next situation. Also, since most airlines have the same 10 KTS restr, a reminder to controllers would be beneficial to everyone.
Original NASA ASRS Text
Title: CAPT OF AN MLG TOOK OFF WHEN THE TWR RPTED WIND EXCEEDED THE ACFT'S TAILWIND COMPONENT LIMITATION.
Narrative: ON MY THIRD LEG AFTER 7 WKS OFF (SICK LEAVE) I WAS THE PF. WE WERE GIVEN CLRNC TO TAXI INTO POS AND HOLD RWY 32 AND EXPECT AN IMMEDIATE TKOF. THE CLRNC FOR TKOF, HDG AND WINDS WERE GIVEN. AT 40 KTS I REALIZED THAT A WIND OF 140 DEGS AT 11 KTS WAS 1 KT TOO GREAT OF A TAILWIND (10 KTS MAX). BY 80 KTS WE COMPARED THOSE WINDS GIVEN TO OUR FMS WHICH READ 140 DEGS AT 7 KTS AND CONSIDERED THEM TO BE THE LATEST AND MOST ACCURATE INFO. AT THAT POINT SAFETY OVER TECHNICALITY WAS THE OVERRIDING CONSIDERATION AND THE TKOF WAS CONTINUED UNEVENTFULLY. I THINK THAT IT TAKES A FEW DAYS AND LEGS TO REGAIN A RHYTHM AFTER AN ABSENCE FROM FLYING. HOWEVER, QUESTIONING ONE'S DECISION IS HEALTHY AND ALLOWS ONE TO BE MORE PREPARED FOR THE NEXT SIT. ALSO, SINCE MOST AIRLINES HAVE THE SAME 10 KTS RESTR, A REMINDER TO CTLRS WOULD BE BENEFICIAL TO EVERYONE.
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.