Narrative:

During climb-out; [we] encountered turbulence at 700 ft AGL that increased in intensity to become moderate by 2;000 ft MSL. Passing approximately 2;000 ft MSL; encountered wind-shear. First shear was a decreasing performance shear that resulted in a loss of 30 KTS from the previously stable 180 KTS climb speed. Using the number 1 autopilot; 180 KTS was re-established. The next shear was an increasing performance shear that resulted in a 40 KTS gain and an exceedance of the flap limit of 215 KTS. Several more cycles of shear occurred before beginning to ease off coming through 4;000 ft. The turbulence also began to reduce intensity climbing through 4;000 ft. Climbing through 6;000 ft; the flaps were selected to one and power was reduced from toga. ATC was advised to stop all departures. An approximate description was given of speed fluctuations and the turbulence. Since we were unable to read the wildly oscillating instruments in the strong turbulence; I described the shear as 'at the performance limits of the aircraft.'once climbing safely; we checked on the condition of passengers and crew and found no injuries. We then began reconstructing what occurred and decided to continue to our destination. The pilot not flying was more able to recall the parameters during the event than the pilot flying. We made a logbook entry for a severe turbulence encounter and included: plus 40 and minus 30 speed fluctuations in wind-shear; 45 degrees angle of bank; flap speed exceedance of 10 KTS; and unrestrained items lifting up.neither predictive wind-shear warnings nor reactive wind-shear warnings were activated. Wind-shear precautions were briefed before takeoff after hearing the one tower report of minus 20 KTS. The instrument presentation and aircraft performance observed during this encounter was identical to what is presented in the simulator wind-shear training sessions.

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Original NASA ASRS Text

Title: An A321 flight crew encountered moderate turbulence and windshear during a takeoff performed in the vicinity of convective weather.

Narrative: During climb-out; [we] encountered turbulence at 700 FT AGL that increased in intensity to become moderate by 2;000 FT MSL. Passing approximately 2;000 FT MSL; encountered wind-shear. First shear was a decreasing performance shear that resulted in a loss of 30 KTS from the previously stable 180 KTS climb speed. Using the number 1 autopilot; 180 KTS was re-established. The next shear was an increasing performance shear that resulted in a 40 KTS gain and an exceedance of the flap limit of 215 KTS. Several more cycles of shear occurred before beginning to ease off coming through 4;000 FT. The turbulence also began to reduce intensity climbing through 4;000 FT. Climbing through 6;000 FT; the flaps were selected to one and power was reduced from TOGA. ATC was advised to stop all departures. An approximate description was given of speed fluctuations and the turbulence. Since we were unable to read the wildly oscillating instruments in the strong turbulence; I described the shear as 'at the performance limits of the aircraft.'Once climbing safely; we checked on the condition of passengers and crew and found no injuries. We then began reconstructing what occurred and decided to continue to our destination. The pilot not flying was more able to recall the parameters during the event than the pilot flying. We made a logbook entry for a severe turbulence encounter and included: plus 40 and minus 30 speed fluctuations in wind-shear; 45 degrees angle of bank; flap speed exceedance of 10 KTS; and unrestrained items lifting up.Neither predictive wind-shear warnings nor reactive wind-shear warnings were activated. Wind-shear precautions were briefed before takeoff after hearing the one Tower report of minus 20 KTS. The instrument presentation and aircraft performance observed during this encounter was identical to what is presented in the simulator wind-shear training sessions.

Data retrieved from NASA's ASRS site as of April 2012 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.