Air carrier flight crew reported control difficulties while executing a go-around at DCA after encountering wind shear.
Synopsis
Air carrier flight crew reported control difficulties while executing a go-around at DCA after encountering wind shear.
Narrative
Our aircraft was cleared for landing on RWY 1. About 1500ft AGL we were in our final landing configuration with the landing checklist complete. Around 1200 AGL we receive a wind-shear caution with a gain of airspeed at least 17kts. I elected to do a windshear escape; as my FO and I previously briefed. We executed the procedure verbally calling out the procedures. Windshear - max thrust - autopilot off - auto throttle off - wings level" I forgot to press the TOGA button. We started to climb; and it appeared we were out of windshear around 2200ft. Tower cleared us up to 3000 ft and turn left heading 280. At this point we are trying to get the airplane back under control. I call for "out of windshear; recover" my FO selects heading mode and then I call for FLCH 210. The airplane hasn't started to turn; and tower gives us another instruction to turn. I noticed the airspeed increasing and I call for flaps 1 and the FO selects flaps 1. The FO was busy talking with tower as I needed the flaps come up and I selected flaps up. The airplane at this point is still max thrust with FLCH around 186kts. The airplane couldn't select 210kts based on the previous flap configuration. The aircraft exceeds flaps 1 at 232 kts and flaps up at 254kts. At this moment I realize we are at max thrust; and I bring the power back down. I also notice we are at 3200ft. Tower lets us know we're about to overfly the prohibited airspace of P56. I turn the autopilot off and bank and as I do I receive a bank angle. I re-engage the autopilot select FPA (Flight Path Angle) and bring the airplane back to 3000ft. Once we were stabilized and our airspeed settled; I noticed we were 10kts below green dot with autopilot on. I then select for 210kts of airspeed.We were vectored back for another approach on RWY 1. With an uneventful approach followed by a safe landing."
Second reporter narrative
We were established on the ILS 1 and fully configured to land on Rwy 1. I was the PM and captain was the PF. Once I finished the before landing checklist I looked up and noticed our airspeed increasing. The airspeed increased about 17 knots. Once that happened and we were at about 1200ft; we got a windshear caution and captain executed windshear escape maneuver/go-around. I heard the AT (Autothrottles) turn off and captain also disconnected autopilot. (Captain and I previously briefed that we would execute a go around if we encounter any windshear alerts). Now at max thrust and climbing; I read out the altitude trends. Captain then called out of windshear; recover" and said HDG (Heading) select; and I selected HDG. Then we went FLCH 210 and flaps 2; gear up. I selected FLCH; and rolled the speed up to about 175kt or so due to the flap configuration. Then captain called for AP (Autopilot) on. I selected AP on. I then called ATC and said we are going around for windshear. ATC instructed left turn 280 heading and climb to 3000ft. I set a left turn on heading bug to get us turning and 3000 on altitude. Captain called for flaps 1; and then flaps up. He set the flaps up because I was talking to ATC as they were telling us to turn left to avoid the prohibited area. I remember hearing the "high speed" annunciation. ATC told us about the left turn again and Captain disconnected AP and hand flew the left turn. Due to the steeper bank angle we got the "bank angle" annunciation. We then leveled off and captain noticed we were below green dot. Then we increased airspeed/power to get above green dot. We were then given radar vectors to come around for the approach again. The rest of the approach was uneventful and the captain landed the aircraft safely."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.