Narrative:

Cleared for takeoff on runway 3 approximately XA50. First officer was at the controls. Current metar (nearly 1 hour old) as follows: date and time 050/06KT 10 SM SCT110 19/M06 A3000. Light wind was confirmed by observation of windsock and flags. Review of performance charts showed comfortable margins for acceleration/stop and acceleration/go. Broken clouds and virga were noted to the south; scattered to broken clouds were observed to the north. Runway was dry and clean. Rotation speed was increased by 6 KTS over that required for our takeoff weight to assure clean unstick. Maximum power was set before brake release. Acceleration was normal until after 80 KT status check and callout. Momentary hesitation of IAS increase was noted at approximately 87 KTS; followed by resumption of normal acceleration. Normal rotation to toga v-bar pitch attitude resulted in lift-off; but the aircraft immediately began to settle. IAS was decreasing rapidly in spite of subjective feel of normal acceleration. Subjectively; ground speed was increasing rapidly. Main wheels contacted the runway 2-3 seconds after lift-off. First officer corrected for a slight weathervane yaw on lift-off and maintained takeoff pitch attitude. When the mains touched down; I took the controls and applied full reverse and moderate braking (to avoid wheel lockup). Approximately 2500 ft of runway remained. IAS was less than 100 KTS; ground speed (subjectively) was at least 120 KTS. Upon reaching the end of the pavement; I steered 10 degree left to avoid the localizer antenna berm; continued full reverse; and applied maximum braking on sandy soil. First officer assisted with braking and executed the emergency shutdown procedure before the aircraft came to rest. The aircraft stopped approximately 500-600 ft past the end of the runway. After assuring that emergency egress was not required; I exited the aircraft and found all landing gear intact and no visible damage. Both mains deflated within a few mins when the fuse plugs activated from the heat generated by the maximum braking effort. I noted a strong; steady wind; estimated to be in excess of 20 KTS; coming from the direction of the runway. The new metar at XA54 shows 340 degrees 12 KTS gusting 23 KTS. Runway was changed to runway 21 while we were waiting for service vehicles to arrive. This event is the result of a strong negative windshear at rotation. My decision to abort was prompted by a flashback to a simulator scenario (CE560) a few yrs ago. If I had to do it again; I would discontinue the takeoff at the point where the IAS hesitated momentarily. Our training discourages aborting after 80 KTS except for fire; engine failure or directional control. The first officer and I were primed to continue in the absence of an abnormal indication prior to 80 KTS. In this situation; I do not believe the aircraft could have remained airborne and climbed to avoid a CFIT outcome. CRM and the first officer's performance were excellent. No injuries were sustained by anyone; and the aircraft was returned to service after replacement of both main wheels and a thorough brake inspection.

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Original NASA ASRS Text

Title: CREW ELECTS TO REJECT THE TAKEOFF AFTER ROTATING DUE TO WINDSHEAR ENCOUNTER THAT CAUSES ACFT TO SETTLE BACK ON THE RWY.

Narrative: CLRED FOR TKOF ON RWY 3 APPROX XA50. FO WAS AT THE CTLS. CURRENT METAR (NEARLY 1 HR OLD) AS FOLLOWS: DATE AND TIME 050/06KT 10 SM SCT110 19/M06 A3000. LIGHT WIND WAS CONFIRMED BY OBSERVATION OF WINDSOCK AND FLAGS. REVIEW OF PERFORMANCE CHARTS SHOWED COMFORTABLE MARGINS FOR ACCELERATION/STOP AND ACCELERATION/GO. BROKEN CLOUDS AND VIRGA WERE NOTED TO THE S; SCATTERED TO BROKEN CLOUDS WERE OBSERVED TO THE N. RWY WAS DRY AND CLEAN. ROTATION SPD WAS INCREASED BY 6 KTS OVER THAT REQUIRED FOR OUR TKOF WT TO ASSURE CLEAN UNSTICK. MAX PWR WAS SET BEFORE BRAKE RELEASE. ACCELERATION WAS NORMAL UNTIL AFTER 80 KT STATUS CHK AND CALLOUT. MOMENTARY HESITATION OF IAS INCREASE WAS NOTED AT APPROX 87 KTS; FOLLOWED BY RESUMPTION OF NORMAL ACCELERATION. NORMAL ROTATION TO TOGA V-BAR PITCH ATTITUDE RESULTED IN LIFT-OFF; BUT THE ACFT IMMEDIATELY BEGAN TO SETTLE. IAS WAS DECREASING RAPIDLY IN SPITE OF SUBJECTIVE FEEL OF NORMAL ACCELERATION. SUBJECTIVELY; GND SPD WAS INCREASING RAPIDLY. MAIN WHEELS CONTACTED THE RWY 2-3 SECONDS AFTER LIFT-OFF. FO CORRECTED FOR A SLIGHT WEATHERVANE YAW ON LIFT-OFF AND MAINTAINED TKOF PITCH ATTITUDE. WHEN THE MAINS TOUCHED DOWN; I TOOK THE CTLS AND APPLIED FULL REVERSE AND MODERATE BRAKING (TO AVOID WHEEL LOCKUP). APPROX 2500 FT OF RWY REMAINED. IAS WAS LESS THAN 100 KTS; GND SPD (SUBJECTIVELY) WAS AT LEAST 120 KTS. UPON REACHING THE END OF THE PAVEMENT; I STEERED 10 DEG L TO AVOID THE LOC ANTENNA BERM; CONTINUED FULL REVERSE; AND APPLIED MAX BRAKING ON SANDY SOIL. FO ASSISTED WITH BRAKING AND EXECUTED THE EMER SHUTDOWN PROC BEFORE THE ACFT CAME TO REST. THE ACFT STOPPED APPROX 500-600 FT PAST THE END OF THE RWY. AFTER ASSURING THAT EMER EGRESS WAS NOT REQUIRED; I EXITED THE ACFT AND FOUND ALL LNDG GEAR INTACT AND NO VISIBLE DAMAGE. BOTH MAINS DEFLATED WITHIN A FEW MINS WHEN THE FUSE PLUGS ACTIVATED FROM THE HEAT GENERATED BY THE MAX BRAKING EFFORT. I NOTED A STRONG; STEADY WIND; ESTIMATED TO BE IN EXCESS OF 20 KTS; COMING FROM THE DIRECTION OF THE RWY. THE NEW METAR AT XA54 SHOWS 340 DEGS 12 KTS GUSTING 23 KTS. RWY WAS CHANGED TO RWY 21 WHILE WE WERE WAITING FOR SVC VEHICLES TO ARRIVE. THIS EVENT IS THE RESULT OF A STRONG NEGATIVE WINDSHEAR AT ROTATION. MY DECISION TO ABORT WAS PROMPTED BY A FLASHBACK TO A SIMULATOR SCENARIO (CE560) A FEW YRS AGO. IF I HAD TO DO IT AGAIN; I WOULD DISCONTINUE THE TKOF AT THE POINT WHERE THE IAS HESITATED MOMENTARILY. OUR TRAINING DISCOURAGES ABORTING AFTER 80 KTS EXCEPT FOR FIRE; ENG FAILURE OR DIRECTIONAL CTL. THE FO AND I WERE PRIMED TO CONTINUE IN THE ABSENCE OF AN ABNORMAL INDICATION PRIOR TO 80 KTS. IN THIS SITUATION; I DO NOT BELIEVE THE ACFT COULD HAVE REMAINED AIRBORNE AND CLBED TO AVOID A CFIT OUTCOME. CRM AND THE FO'S PERFORMANCE WERE EXCELLENT. NO INJURIES WERE SUSTAINED BY ANYONE; AND THE ACFT WAS RETURNED TO SVC AFTER REPLACEMENT OF BOTH MAIN WHEELS AND A THOROUGH BRAKE INSPECTION.

Data retrieved from NASA's ASRS site as of January 2009 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.