Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Workload; Time Pressure; Communication Breakdown
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Procedure; Weather
At approximately XA:25 am local time; we pushed off gate at DCA. Winds at that time were reporting light and variable. Runway 1 was in use and we thoroughly briefed the departure procedure (including the complex special procedures) at the gate. Upon reaching Runway 1 for departure; the Tower reported light and variable winds. Neither gusts nor wind shear had been reported. We were cleared for takeoff and proceeded to fly the standard departure procedure with the complex RNAV procedures for runway. The turn to [heading] 332 was initiated at 150 feet AGL. The Captain called for 'NAV MODE' at 150 feet. I selected NAV. During the initial climb; the aircraft encountered wind shear between approximately 600-1000 feet AGL. (Winds were estimated 40-50 kts). The wind shear warning message displayed. There was no caution message prior. The Captain (Pilot Flying) took corrective action by flying the published windshear escape maneuver. The Captain then called for 'autopilot on' and I selected autopilot on.  As a result of flying the escape maneuver; the Flight Director had sequenced to GA/WS mode therefore canceling the previously selected FMS course taking us from ADAXE to BEBLE. We noticed this shortly after the windshear recovery was complete at which time we altered course. This occurred just as we were handed off to Potomac Departure. At that time; I was task saturated. I do not recall if I made the initial check in with departure as our workload was higher than usual. Potomac Departure contacted us and asked for us to IDENT. Following that transmission we informed the Controller that we had encountered windshear and were correcting our course. By this time; we had remained right of course enough to penetrate P-56 airspace. Upon contacting Washington center; we were told to contact Potomac upon landing. The rest of the flight proceeded normally. After parking at gate; the Captain contacted Potomac Approach and was subsequently informed of the deviation.Suggestions: Though the windshear recovery was successful; I could have been quicker to alert ATC to our situation. I was task saturated at the time of the event but should have been quicker to inform the controller of our situation and subsequent deviation.
Weather at the surface in DCA was rainy; low visibility; and Tower was reporting light winds from the northeast. We taxied from gate to Runway 1. Upon reaching the approach end of Runway 1; we had little delay and were cleared for take-off. As we aligned with the center line; I noted the windsock and light winds were indeed coming from the northeast. Upon rotation; I followed standard company producers. At 150 feet AGL; I began a left hand turn to heading 332 and called for NAV Mode. Between 300 and 400 feet; the FMS captured course to ADAXE and both the FO and myself acknowledge FMS in the FMA; and I was following the FD on track to ADAXE. I noted the winds aloft at that altitude and they were coming out of the east at 9 knots. Passing through 600 feet AGL; I started to say 'Autopilot On' and the FO started to reach for the AP Button. At that time we unexpectedly got a 'Windshear' Warning message. For a quick second; I questioned whether we were actually encountering windshear because the Warning Message was not preceded by a Windshear Caution Message; airspeed was normal and stable; and we were climbing at a normal rate. However; the Warning Message did not clear and I preceded to execute our company Windshear Escape procedures. The FMA and FD went into GA/WS Mode. I rolled wings level and pitched appropriately into the FD. I noted the winds again at that time and they were 230/50. Somewhere around 500-600 feet; the wind shifted nearly 180 degrees at 40 knots. At about the same time we encountered the Windshear Warning; DCA Tower passed us onto Potomac Departure. The FO accepted the hand-off but neither one of us remember if he actually checked in with Potomac Departure. Unfortunately; we did not immediately make Potomac aware of our Windshear event. Looking back; I wish we would have done this but I think there was an initial shock that was being processed in our heads. I am not sure how long we had the Windshear Warning Message; 10 seconds or so; but the FO and I were pretty focused on following the correct procedures for it. Because the FD rolled us wings level and I followed it; we clipped the very western most point of P-56A and unfortunately flew right through the center of P-56B. As we later realized; Potomac was trying to query us. After the Windshear Warning Message cleared; the airplane was stable; and I called for Flaps Up After Take-Off Checklist; I queried Potomac Departure around 3;000 feet MSL and explained the Windshear event. By then; we were well east of BEBLE. I asked Departure if they wanted us direct to COVTO or something different and they cleared us direct to SWANN. The Controller asked for an explanation of the event over the radio of which I gave them the details of the event. We were also given a phone number to call and of which I also did. The flight was completed with no further disruptions. Evaluating are actions from the event; I am happy that the FO and myself immediately went into training mode despite it being nearly a year from my last Windshear Recovery training event and my first real life windshear event. However; we are disappointed in ourselves that we were not quicker to inform Departure of the event or declare an emergency right away.
CRJ200 flight crew reported an airspace violation shortly after takeoff from DCA due to execution of a windshear escape maneuver.