Narrative:

On arrival to lit we noticed some isolated t-storms west of the field with large gaps. The forecast was for isolated t-storms upon arrival; but landing was uneventful. After turning the aircraft and pushing back; a light rain began. The ATIS at the time was winds 260/06 10 SM sct 30 broken 100; thunderstorms southwest-northwest moving east. As we taxied to runway 22R; the rain increased to a continuous light rain. At the departure end of 22R we had to wait approximately 10 minutes for 3 departures off of runway 18. During this time we noticed some lightning flashes to our northwest; and the rain changed to continuous moderate; winds out of the west at 15 KTS; no wind shear indications. Arriving aircraft indicated moderate rain but smooth rides. ATC cleared us into position 22R and asked us to take a look at our radar to determine a departure course. We inquired and were told other aircraft were turning east. When we looked at our radar we had heavy radar returns west; moderate east; but the path straight ahead appeared as just light returns with what appeared to be a potential hole; which we decided was our best course. Climbing through freezing rain; the rain increased dramatically; and we were advised and accepted a turn heading 180 due to heavy precipitation. As the rain intensity increased and we encountered lightning and what we eventually discovered was hail; which cracked the first officer outer forward windshield. We climbed to 16;000 ft; and advised ATC we needed to level off; assess the situation; and contact our company. After talking with dispatch and looking through our manuals; it was determined that our altitude was going to be restricted to FL230 due to the cracked windshield. At that altitude our remaining fob at our destination calculated to 2.3. At this point we elected to divert to an airport approximately 200 miles away. Dispatch sent us an amended release; and changed our destination. Upon landing; maintenance met us at the aircraft; and; on further inspection; they discovered more hail damage to the nosecone; engine pylon; and landing lights. Logbook entry was made and maintenance took the aircraft to the hangar for further inspection.

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Original NASA ASRS Text

Title: An A319 departed LIT and encountered hail in heavy precipitation; which cracked the First Officer's window; damaged the radome; an engine pylon and the landing lights. The flight diverted to a nearby airport.

Narrative: On arrival to LIT we noticed some isolated T-storms West of the field with large gaps. The forecast was for isolated T-storms upon arrival; but landing was uneventful. After turning the aircraft and pushing back; a light rain began. The ATIS at the time was winds 260/06 10 SM SCT 30 BKN 100; thunderstorms southwest-northwest moving east. As we taxied to Runway 22R; the rain increased to a continuous light rain. At the departure end of 22R we had to wait approximately 10 minutes for 3 departures off of Runway 18. During this time we noticed some lightning flashes to our northwest; and the rain changed to continuous moderate; winds out of the west at 15 KTS; no wind shear indications. Arriving aircraft indicated moderate rain but smooth rides. ATC cleared us into position 22R and asked us to take a look at our radar to determine a departure course. We inquired and were told other aircraft were turning east. When we looked at our radar we had heavy radar returns west; moderate east; but the path straight ahead appeared as just light returns with what appeared to be a potential hole; which we decided was our best course. Climbing through freezing rain; the rain increased dramatically; and we were advised and accepted a turn heading 180 due to heavy precipitation. As the rain intensity increased and we encountered lightning and what we eventually discovered was hail; which cracked the First Officer outer forward windshield. We climbed to 16;000 FT; and advised ATC we needed to level off; assess the situation; and contact our company. After talking with Dispatch and looking through our manuals; it was determined that our altitude was going to be restricted to FL230 due to the cracked windshield. At that altitude our remaining FOB at our destination calculated to 2.3. At this point we elected to divert to an airport approximately 200 miles away. Dispatch sent us an amended release; and changed our destination. Upon landing; Maintenance met us at the aircraft; and; on further inspection; they discovered more hail damage to the nosecone; engine pylon; and landing lights. Logbook entry was made and Maintenance took the aircraft to the hangar for further inspection.

Data retrieved from NASA's ASRS site as of July 2013 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.