Narrative:

For our departure from moscow, I had programmed the FMS for the kn 25 departure. We departed runway 25R and entered broken to overcast conditions at approximately 600 ft AGL. At the point we received the aural signal at the OM I called for the LNAV and began a right turn. I observed that my bank steering bar was not commanding a right turn and I looked over at the first officer's instrument panel to verify whether there was any difference between our instruments. As I did this, I inadvertently relaxed back pressure on the yoke and began a roll towards wings level. This caused the autothrottles to retard power slightly in reaction to the leveloff. At this point, we had descended slightly from our highest point and were at approximately 1000 ft AGL. The first officer observed the altitude and shouted for me to pull the nose up and that I had plenty of airspeed. I immediately began an aggressive pull back on the yoke and a right roll back into the turn. Simultaneously, the GPWS sounded. As we were turning through 030 degrees ATC directed a turn to 360 degrees, and I began an immediate left turn to 360 degrees to comply. We followed radar vectors for the departure, and the flight continued without further incident to jfk. I recognized that the unexpected maneuvers might have caused some concern in the cabin, and I made a PA announcement explaining what had occurred after we were established on course.

Google
 

Original NASA ASRS Text

Title: B767-200ER ACFT ON INITIAL CLB FROM FOREIGN ARPT. CAPT RELAXED YOKE PRESSURE AND COMMENCED DSCNT AT LOW ALT UNTIL PNF, FO CALLED HIS ATTN TO THE ALT. AN AGGRESSIVE PULL UP WAS MADE WHICH MAY HAVE BEEN OF CONCERN TO THE PAX AND CABIN.

Narrative: FOR OUR DEP FROM MOSCOW, I HAD PROGRAMMED THE FMS FOR THE KN 25 DEP. WE DEPARTED RWY 25R AND ENTERED BROKEN TO OVCST CONDITIONS AT APPROX 600 FT AGL. AT THE POINT WE RECEIVED THE AURAL SIGNAL AT THE OM I CALLED FOR THE LNAV AND BEGAN A R TURN. I OBSERVED THAT MY BANK STEERING BAR WAS NOT COMMANDING A R TURN AND I LOOKED OVER AT THE FO'S INST PANEL TO VERIFY WHETHER THERE WAS ANY DIFFERENCE BTWN OUR INSTS. AS I DID THIS, I INADVERTENTLY RELAXED BACK PRESSURE ON THE YOKE AND BEGAN A ROLL TOWARDS WINGS LEVEL. THIS CAUSED THE AUTOTHROTTLES TO RETARD PWR SLIGHTLY IN REACTION TO THE LEVELOFF. AT THIS POINT, WE HAD DSNDED SLIGHTLY FROM OUR HIGHEST POINT AND WERE AT APPROX 1000 FT AGL. THE FO OBSERVED THE ALT AND SHOUTED FOR ME TO PULL THE NOSE UP AND THAT I HAD PLENTY OF AIRSPD. I IMMEDIATELY BEGAN AN AGGRESSIVE PULL BACK ON THE YOKE AND A R ROLL BACK INTO THE TURN. SIMULTANEOUSLY, THE GPWS SOUNDED. AS WE WERE TURNING THROUGH 030 DEGS ATC DIRECTED A TURN TO 360 DEGS, AND I BEGAN AN IMMEDIATE L TURN TO 360 DEGS TO COMPLY. WE FOLLOWED RADAR VECTORS FOR THE DEP, AND THE FLT CONTINUED WITHOUT FURTHER INCIDENT TO JFK. I RECOGNIZED THAT THE UNEXPECTED MANEUVERS MIGHT HAVE CAUSED SOME CONCERN IN THE CABIN, AND I MADE A PA ANNOUNCEMENT EXPLAINING WHAT HAD OCCURRED AFTER WE WERE ESTABLISHED ON COURSE.

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.