Narrative:

On final to runway 10 at st thomas (tist), the #2 propeller oversped and created enormous drag and control difficulties with the aircraft. This occurred in moderate turbulence and the tower had issued a low level windshear advisory for +/10 KTS on short final. After the captain called for the go around and applied full power to the good (#1) engine, the airplane was barely climbing. We weighed less than 39000 pounds in an airplane certified to land just over 47000 pounds. The control and performance degradation from the propeller at almost 109% of maximum may well have led to an accident if the airplane had been at maximum landing weight. After turning south over the ocean and cleaning up the airplane, we referenced the checklist and the captain (per the checklist) elected to shut down the engine. With the wind conditions at tist reported at 070 degrees at 19 KTS gusting to 26 KTS and windshear, we elected to return to san juan (our departure point). I asked the captain if he wanted to divert to military station (about 10 mi closer than sju international) but he elected to continue to san juan. I agree that we should not have attempted the approach at st thomas, but I'm not sure that we shouldn't have landed at military station. The landing at tjsj was uneventful. I feel that the company should have exposed us to engine failures on final in the simulator instead of concentrating so hard on failures at V1. As a crew, we were not well trained on catastrophic engine failures while in the landing confign on approach.

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Original NASA ASRS Text

Title: TEMPORARY LOSS OF ACFT CTL IN WINDSHEAR WITH DEGRADED ACFT PERFORMANCE WHEN THE #2 PROP ON AN ATR72 RUNS AWAY IN FLAT PITCH DURING AN APCH AND MISSED APCH TO RWY 10 AT ST THOMAS, TIST, VI.

Narrative: ON FINAL TO RWY 10 AT ST THOMAS (TIST), THE #2 PROP OVERSPED AND CREATED ENORMOUS DRAG AND CTL DIFFICULTIES WITH THE ACFT. THIS OCCURRED IN MODERATE TURB AND THE TWR HAD ISSUED A LOW LEVEL WINDSHEAR ADVISORY FOR +/10 KTS ON SHORT FINAL. AFTER THE CAPT CALLED FOR THE GAR AND APPLIED FULL PWR TO THE GOOD (#1) ENG, THE AIRPLANE WAS BARELY CLBING. WE WEIGHED LESS THAN 39000 LBS IN AN AIRPLANE CERTIFIED TO LAND JUST OVER 47000 LBS. THE CTL AND PERFORMANCE DEGRADATION FROM THE PROP AT ALMOST 109% OF MAX MAY WELL HAVE LED TO AN ACCIDENT IF THE AIRPLANE HAD BEEN AT MAX LNDG WT. AFTER TURNING S OVER THE OCEAN AND CLEANING UP THE AIRPLANE, WE REFED THE CHKLIST AND THE CAPT (PER THE CHKLIST) ELECTED TO SHUT DOWN THE ENG. WITH THE WIND CONDITIONS AT TIST RPTED AT 070 DEGS AT 19 KTS GUSTING TO 26 KTS AND WINDSHEAR, WE ELECTED TO RETURN TO SAN JUAN (OUR DEP POINT). I ASKED THE CAPT IF HE WANTED TO DIVERT TO MIL STATION (ABOUT 10 MI CLOSER THAN SJU INTL) BUT HE ELECTED TO CONTINUE TO SAN JUAN. I AGREE THAT WE SHOULD NOT HAVE ATTEMPTED THE APCH AT ST THOMAS, BUT I'M NOT SURE THAT WE SHOULDN'T HAVE LANDED AT MIL STATION. THE LNDG AT TJSJ WAS UNEVENTFUL. I FEEL THAT THE COMPANY SHOULD HAVE EXPOSED US TO ENG FAILURES ON FINAL IN THE SIMULATOR INSTEAD OF CONCENTRATING SO HARD ON FAILURES AT V1. AS A CREW, WE WERE NOT WELL TRAINED ON CATASTROPHIC ENG FAILURES WHILE IN THE LNDG CONFIGN ON APCH.

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.