Narrative:

The air carrier normally uses a departure at jnu with tailwinds of more than 15 KTS called the lenon creek departure. This departure has been revoked due to windshear considerations and this situation allows only 2 jnu departures. The first is to the west off runway 26 with no more than a 15 KT tailwind. The second is called the bridge departure. On sep/xx/96 the wind was 20 KTS out of the east, which negated the runway 28 departure. The clouds and visibility were too low for about an hour. Then the WX came up to 3000 ft scattered, 4500 ft overcast, 7 mi visibility. The captain decided to launch. The ATIS at the time of takeoff was 5000 ft overcast with 10 mi visibility. We maintained VFR conditions until climbing over the bridge at 4000 ft and then continued IFR as required by the departure. A later flight captain did not takeoff. He claimed to our company that we and one other flight had taken off illegally. We had all the requirements for departure, and maintained VFR conditions as required. Solution: coordinate with other crews in determining the actual conditions for departure. Each crew is still responsible for their own flight. We have not been pressured to takeoff or not takeoff. The decision should rely with each crew depending on conditions at their departure time.

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Original NASA ASRS Text

Title: B737 GOES IMC IN VFR FLT DURING SID DEP PROC OUT OF JNU, AK. ANOTHER CAPT WITH SAME ACR TURNS IN 2 PREVIOUS CAPTS FOR ILLEGAL DEP PROCS.

Narrative: THE ACR NORMALLY USES A DEP AT JNU WITH TAILWINDS OF MORE THAN 15 KTS CALLED THE LENON CREEK DEP. THIS DEP HAS BEEN REVOKED DUE TO WINDSHEAR CONSIDERATIONS AND THIS SIT ALLOWS ONLY 2 JNU DEPS. THE FIRST IS TO THE W OFF RWY 26 WITH NO MORE THAN A 15 KT TAILWIND. THE SECOND IS CALLED THE BRIDGE DEP. ON SEP/XX/96 THE WIND WAS 20 KTS OUT OF THE E, WHICH NEGATED THE RWY 28 DEP. THE CLOUDS AND VISIBILITY WERE TOO LOW FOR ABOUT AN HR. THEN THE WX CAME UP TO 3000 FT SCATTERED, 4500 FT OVCST, 7 MI VISIBILITY. THE CAPT DECIDED TO LAUNCH. THE ATIS AT THE TIME OF TKOF WAS 5000 FT OVCST WITH 10 MI VISIBILITY. WE MAINTAINED VFR CONDITIONS UNTIL CLBING OVER THE BRIDGE AT 4000 FT AND THEN CONTINUED IFR AS REQUIRED BY THE DEP. A LATER FLT CAPT DID NOT TKOF. HE CLAIMED TO OUR COMPANY THAT WE AND ONE OTHER FLT HAD TAKEN OFF ILLEGALLY. WE HAD ALL THE REQUIREMENTS FOR DEP, AND MAINTAINED VFR CONDITIONS AS REQUIRED. SOLUTION: COORDINATE WITH OTHER CREWS IN DETERMINING THE ACTUAL CONDITIONS FOR DEP. EACH CREW IS STILL RESPONSIBLE FOR THEIR OWN FLT. WE HAVE NOT BEEN PRESSURED TO TKOF OR NOT TKOF. THE DECISION SHOULD RELY WITH EACH CREW DEPENDING ON CONDITIONS AT THEIR DEP TIME.

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.