Narrative:

WX was VFR, about 110 degrees F, 20000 ft broken, calm winds, no convective activity near the airport. Additionally, there were no reports or visible signs of windshear while flying into phx 1 hour earlier. We taxied out to runway 25R without delay and were cleared for takeoff. At vr speed, I began pulling back normally on the yoke. The aircraft was a bit sluggish and hesitant to nose upward, which I then attributed to the heat and thermal radiation from the ground. After flying out of ground effect, climb out was a little bumpy, but otherwise normal through 1000 ft when I called for climb power, flaps up, and engagement of vertical navigation on the digital flight guidance computer. Slightly after flap retraction (about 1200 ft afe) I felt the nose try to drop and I countered with yoke back pressure to maintain nose attitude. I then noticed 'windshear' displayed in the FMA pitch window and called out 'windshear' to the captain. I simultaneously noticed the automatic reserve thrust system had fired and autothrottles disconnected. I ensured takeoff power was set and followed the windshear guidance on the flight director command bars. Ground contact was at no time a factor and thus I did not firewall the power levers. At no time did I notice the normal 'windshear' caution or warning lights on the glare shield or pfd. The captain observed a flashing #1 N1 and #2 egt. He verbally called these out and adjusted the throttles slightly back, which immediately stopped the flashing engine indications. After about 20 seconds, we were out of the windshear. We completed the recovery and continued our clean-up and climb out to 7000 ft while the captain notified ATC with a PIREP. After evaluating the aircraft, and with everything operating normally we discussed the possible need to return to phx. We both agreed that the engine over limits were very small and of short duration. After discussing with company and company maintenance, we elected to proceed to destination as scheduled. As they requested, we called company upon arrival, and left engines running for maintenance evaluation. We made a logbook entry of engine readings. Supplemental information from acn 588584: #1 engine had exceeded normal limits (103% N1 for 4 seconds) and #2 engine had exceeded normal limits for egt (648 for 7 seconds).

Google
 

Original NASA ASRS Text

Title: FLT CREW OF MD80 ENCOUNTERED WINDSHEAR ON TKOF FROM PHX. PERFORMED WINDSHEAR RECOVERY MANEUVER AND NOTED MILD EXCEEDENCE OF EGT AND N1 AS A RESULT OF HIGH THRUST EMPLOYED FOR THE RECOVERY.

Narrative: WX WAS VFR, ABOUT 110 DEGS F, 20000 FT BROKEN, CALM WINDS, NO CONVECTIVE ACTIVITY NEAR THE ARPT. ADDITIONALLY, THERE WERE NO RPTS OR VISIBLE SIGNS OF WINDSHEAR WHILE FLYING INTO PHX 1 HR EARLIER. WE TAXIED OUT TO RWY 25R WITHOUT DELAY AND WERE CLRED FOR TKOF. AT VR SPD, I BEGAN PULLING BACK NORMALLY ON THE YOKE. THE ACFT WAS A BIT SLUGGISH AND HESITANT TO NOSE UPWARD, WHICH I THEN ATTRIBUTED TO THE HEAT AND THERMAL RADIATION FROM THE GND. AFTER FLYING OUT OF GND EFFECT, CLBOUT WAS A LITTLE BUMPY, BUT OTHERWISE NORMAL THROUGH 1000 FT WHEN I CALLED FOR CLB PWR, FLAPS UP, AND ENGAGEMENT OF VERT NAV ON THE DIGITAL FLT GUIDANCE COMPUTER. SLIGHTLY AFTER FLAP RETRACTION (ABOUT 1200 FT AFE) I FELT THE NOSE TRY TO DROP AND I COUNTERED WITH YOKE BACK PRESSURE TO MAINTAIN NOSE ATTITUDE. I THEN NOTICED 'WINDSHEAR' DISPLAYED IN THE FMA PITCH WINDOW AND CALLED OUT 'WINDSHEAR' TO THE CAPT. I SIMULTANEOUSLY NOTICED THE AUTOMATIC RESERVE THRUST SYS HAD FIRED AND AUTOTHROTTLES DISCONNECTED. I ENSURED TKOF PWR WAS SET AND FOLLOWED THE WINDSHEAR GUIDANCE ON THE FLT DIRECTOR COMMAND BARS. GND CONTACT WAS AT NO TIME A FACTOR AND THUS I DID NOT FIREWALL THE PWR LEVERS. AT NO TIME DID I NOTICE THE NORMAL 'WINDSHEAR' CAUTION OR WARNING LIGHTS ON THE GLARE SHIELD OR PFD. THE CAPT OBSERVED A FLASHING #1 N1 AND #2 EGT. HE VERBALLY CALLED THESE OUT AND ADJUSTED THE THROTTLES SLIGHTLY BACK, WHICH IMMEDIATELY STOPPED THE FLASHING ENG INDICATIONS. AFTER ABOUT 20 SECONDS, WE WERE OUT OF THE WINDSHEAR. WE COMPLETED THE RECOVERY AND CONTINUED OUR CLEAN-UP AND CLBOUT TO 7000 FT WHILE THE CAPT NOTIFIED ATC WITH A PIREP. AFTER EVALUATING THE ACFT, AND WITH EVERYTHING OPERATING NORMALLY WE DISCUSSED THE POSSIBLE NEED TO RETURN TO PHX. WE BOTH AGREED THAT THE ENG OVER LIMITS WERE VERY SMALL AND OF SHORT DURATION. AFTER DISCUSSING WITH COMPANY AND COMPANY MAINT, WE ELECTED TO PROCEED TO DEST AS SCHEDULED. AS THEY REQUESTED, WE CALLED COMPANY UPON ARR, AND LEFT ENGS RUNNING FOR MAINT EVALUATION. WE MADE A LOGBOOK ENTRY OF ENG READINGS. SUPPLEMENTAL INFO FROM ACN 588584: #1 ENG HAD EXCEEDED NORMAL LIMITS (103% N1 FOR 4 SECONDS) AND #2 ENG HAD EXCEEDED NORMAL LIMITS FOR EGT (648 FOR 7 SECONDS).

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.