Narrative:

During the takeoff phase of flight at approximately 115 KTS, 4 KTS above V1, the aircraft veered left. The left main wheels went off the runway. The captain applied right aileron to assist in getting the aircraft back on the runway and in doing so the right wingtip touched the ground. The takeoff was continued and return for an uneventful normal landing. The contributing factor was the wind 280 degrees at 15 KTS gusting 34 KTS. The departure runway was runway 36. The aircraft was apparently hit by a gust of wind at a critical phase of the takeoff between V1 and V2. There was no directional control problems landing with the same reported wind 8 mins later. Supplemental information from acn 601254: the VMC WX at the time of departure was broadcast (via ATIS) to be 4000 ft overcast, 4 mi visibility, and winds 280 degrees at 15 KTS, gusting 34 KTS. Due to the strong crosswind, I briefed the sic during taxi that I would be staying on the nosewheel steering longer than the standard 80 KTS (as per the company sops). I also asked him to hold in appropriate left aileron to counteract the strong crosswind component from the left side of the airplane. While taking off on runway 36 at ZZZ at XA18 EST, I stayed on the nosewheel steering until approximately 100 KTS as recommended in the aircraft flight manual (afm). As soon as I came off of the nosewheel steering and transitioned to using the rudder for directional control, the airplane started to drift toward the left side of the runway. I immediately applied full right rudder to correct for the left drift. However, the airplane continued to go toward the left edge of the runway and departed from the paved runway surface. By this time, we were above our V1 speed of 111 KTS, so an aborted takeoff was not an option (our balanced field length for our takeoff weight was 4400 ft and runway 36 at ZZZ is 5000 ft long). In addition, the aircraft was now heading toward the large sign indicating 2000 ft of runway remaining, so I instinctively used right aileron to raise left wing to avoid the sign and steer back toward the runway. The aileron input apparently worked, as we missed the sign and the airplane started to correct to the right and back toward the runway. However, in doing so (and unknown to the crew), the right wingtip barely contacted the paved runway surface. In the meantime, we had reached our rotation speed of 122 KTS, so I continued with the takeoff. After takeoff, the ZZZ control tower reported that they had seen sparks on the runway as we departed. We elected to return to the ZZZ airport to access the condition of the aircraft. The aircraft was performing normally and there was no noticeable change in controllability at any time during the flight. We then performed a normal and uneventful smooth landing. Upon inspection after shutdown, it was obvious that the right main landing gear door had hit a runway light, that the left wing flap fairing had hit a taxiway sign, and that the right wingtip had scrapped the runway. I did not feel any of the impacts and was very surprised at the damage to the airplane. There were no injuries to either crew member. In hindsight, if I had aborted the takeoff as soon as I was certain that directional control was lost, I may have been able to stop the aircraft on the runway. However, the airplane was above the manufacturer's maximum speed for nosewheel steering (as per the afm) and the rudder alone was insufficient to maintain directional control. In addition, the rudder would have become even less effective as the airplane decelerated and we may have been off the runway edge by the time the airplane was once again under the maximum nosewheel steering speed of 100 KTS. Therefore, an abort at that speed may have aggravated the situation and caused even more damage to the aircraft. As it was, the aircraft was determined to not have suffered damage and therefore the event cannot be described as an aircraft accident.

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Original NASA ASRS Text

Title: FA50 CAPT LOST ACFT CTL IN A STRONG GUSTY XWIND. THE L MAIN LNDG GEAR DEPARTED THE RWY, AND WHEN USING AILERONS TO ATTEMPT TO GET THE GEAR BACK ON THE RWY, THE R WINGTIP SCRAPED THE RWY.

Narrative: DURING THE TKOF PHASE OF FLT AT APPROX 115 KTS, 4 KTS ABOVE V1, THE ACFT VEERED L. THE L MAIN WHEELS WENT OFF THE RWY. THE CAPT APPLIED R AILERON TO ASSIST IN GETTING THE ACFT BACK ON THE RWY AND IN DOING SO THE R WINGTIP TOUCHED THE GND. THE TKOF WAS CONTINUED AND RETURN FOR AN UNEVENTFUL NORMAL LNDG. THE CONTRIBUTING FACTOR WAS THE WIND 280 DEGS AT 15 KTS GUSTING 34 KTS. THE DEP RWY WAS RWY 36. THE ACFT WAS APPARENTLY HIT BY A GUST OF WIND AT A CRITICAL PHASE OF THE TKOF BTWN V1 AND V2. THERE WAS NO DIRECTIONAL CTL PROBS LNDG WITH THE SAME RPTED WIND 8 MINS LATER. SUPPLEMENTAL INFO FROM ACN 601254: THE VMC WX AT THE TIME OF DEP WAS BROADCAST (VIA ATIS) TO BE 4000 FT OVCST, 4 MI VISIBILITY, AND WINDS 280 DEGS AT 15 KTS, GUSTING 34 KTS. DUE TO THE STRONG XWIND, I BRIEFED THE SIC DURING TAXI THAT I WOULD BE STAYING ON THE NOSEWHEEL STEERING LONGER THAN THE STANDARD 80 KTS (AS PER THE COMPANY SOPS). I ALSO ASKED HIM TO HOLD IN APPROPRIATE L AILERON TO COUNTERACT THE STRONG XWIND COMPONENT FROM THE L SIDE OF THE AIRPLANE. WHILE TAKING OFF ON RWY 36 AT ZZZ AT XA18 EST, I STAYED ON THE NOSEWHEEL STEERING UNTIL APPROX 100 KTS AS RECOMMENDED IN THE ACFT FLT MANUAL (AFM). AS SOON AS I CAME OFF OF THE NOSEWHEEL STEERING AND TRANSITIONED TO USING THE RUDDER FOR DIRECTIONAL CTL, THE AIRPLANE STARTED TO DRIFT TOWARD THE L SIDE OF THE RWY. I IMMEDIATELY APPLIED FULL R RUDDER TO CORRECT FOR THE L DRIFT. HOWEVER, THE AIRPLANE CONTINUED TO GO TOWARD THE L EDGE OF THE RWY AND DEPARTED FROM THE PAVED RWY SURFACE. BY THIS TIME, WE WERE ABOVE OUR V1 SPD OF 111 KTS, SO AN ABORTED TKOF WAS NOT AN OPTION (OUR BALANCED FIELD LENGTH FOR OUR TKOF WT WAS 4400 FT AND RWY 36 AT ZZZ IS 5000 FT LONG). IN ADDITION, THE ACFT WAS NOW HEADING TOWARD THE LARGE SIGN INDICATING 2000 FT OF RWY REMAINING, SO I INSTINCTIVELY USED R AILERON TO RAISE L WING TO AVOID THE SIGN AND STEER BACK TOWARD THE RWY. THE AILERON INPUT APPARENTLY WORKED, AS WE MISSED THE SIGN AND THE AIRPLANE STARTED TO CORRECT TO THE R AND BACK TOWARD THE RWY. HOWEVER, IN DOING SO (AND UNKNOWN TO THE CREW), THE R WINGTIP BARELY CONTACTED THE PAVED RWY SURFACE. IN THE MEANTIME, WE HAD REACHED OUR ROTATION SPD OF 122 KTS, SO I CONTINUED WITH THE TKOF. AFTER TKOF, THE ZZZ CTL TWR RPTED THAT THEY HAD SEEN SPARKS ON THE RWY AS WE DEPARTED. WE ELECTED TO RETURN TO THE ZZZ ARPT TO ACCESS THE CONDITION OF THE ACFT. THE ACFT WAS PERFORMING NORMALLY AND THERE WAS NO NOTICEABLE CHANGE IN CONTROLLABILITY AT ANY TIME DURING THE FLT. WE THEN PERFORMED A NORMAL AND UNEVENTFUL SMOOTH LNDG. UPON INSPECTION AFTER SHUTDOWN, IT WAS OBVIOUS THAT THE R MAIN LNDG GEAR DOOR HAD HIT A RWY LIGHT, THAT THE L WING FLAP FAIRING HAD HIT A TXWY SIGN, AND THAT THE R WINGTIP HAD SCRAPPED THE RWY. I DID NOT FEEL ANY OF THE IMPACTS AND WAS VERY SURPRISED AT THE DAMAGE TO THE AIRPLANE. THERE WERE NO INJURIES TO EITHER CREW MEMBER. IN HINDSIGHT, IF I HAD ABORTED THE TKOF AS SOON AS I WAS CERTAIN THAT DIRECTIONAL CTL WAS LOST, I MAY HAVE BEEN ABLE TO STOP THE ACFT ON THE RWY. HOWEVER, THE AIRPLANE WAS ABOVE THE MANUFACTURER'S MAX SPD FOR NOSEWHEEL STEERING (AS PER THE AFM) AND THE RUDDER ALONE WAS INSUFFICIENT TO MAINTAIN DIRECTIONAL CTL. IN ADDITION, THE RUDDER WOULD HAVE BECOME EVEN LESS EFFECTIVE AS THE AIRPLANE DECELERATED AND WE MAY HAVE BEEN OFF THE RWY EDGE BY THE TIME THE AIRPLANE WAS ONCE AGAIN UNDER THE MAX NOSEWHEEL STEERING SPD OF 100 KTS. THEREFORE, AN ABORT AT THAT SPD MAY HAVE AGGRAVATED THE SIT AND CAUSED EVEN MORE DAMAGE TO THE ACFT. AS IT WAS, THE ACFT WAS DETERMINED TO NOT HAVE SUFFERED DAMAGE AND THEREFORE THE EVENT CANNOT BE DESCRIBED AS AN ACFT ACCIDENT.

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.