B767-300 and 300 ER
Flight Crew Last 90 Days 150; Flight Crew Total 15000; Flight Crew Type 7000
Situational Awareness
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Aircraft; Weather
The purpose of this report is to shine light to a dangerous Airport operation that haven't been identified by the company or the FAA. My hope is that other reports would follow and we could modify the operation for going in and out of Quito Airport in Ecuador [UIO] at this time of the year with south eastern winds over the Andean mountain range. This new build airport have been open for almost a year or less. The situation we encounter on this particular flight was unusual and in my opinion; dangerous. In my estimation; with winter on full swing on the Southern Hemisphere; some dangerous winds are being generated over the mountain range that is 3 nm or so from the landing runway. To give a prelude; the day I had the stick shaker during Departure; earlier that morning they were calling the winds 26K gusting to 35K with direction of 190v240; landing on RWY 18. That's Runway reported winds. But the airfield is next to a tall and extended Andean mountain range. Where the mountain wake turbulence is ramped. The approach and Departure take you next to this mountain range (3 nm or so). 4 airplanes try to get in; all four had to execute miss approach and one ended diverting that morning. Our approach; was as far as we could determine; stable; but it was hitting all the parameters for unstable approach above 1000 ft and below 1000 ft; to the point that we thought of going around several times. However; been use to the airports in South America; were winds raise havoc on final; we pressed on. The final 500 feet where done on a visual to the runway and we got below ILS glide slope in order to land.  On our departure; the winds were being call 19K gusting to 28K same variable direction of 190v240. Our departure an 1 1/2 hour later; the winds where holding about the same; 18K gusting to 27K with the same variable directions. Our T.O. was a max weight takeoff for RWY 18 with flaps 5*; packs off and using improve climb rate with 10k of head wind and altimeter correction taken. The departure takes you next to the mountain range for 5 or 6 NM; before you start your turn toward the north east to get away from the mountain and into a valley. We got our rotation speed and gear up and later flaps up on the runway heading departure. The winds were very rough and the PLI (Pitch Limit Indicator) was never driven out of view; even with the flaps up. Once the turn begin; 30* bank turn (to stay on magenta line); the first stick shaker occur. I selected to reduce the bank turn to 15* to get out of stick shaker. Then my concern was that we were getting out off the departure track and went to 20* of bank; even at that bank and trying to keep the climb rate and best climb speed; prove to be too much for the winds at hand and we got into the next stick shaker. I then selected to reduce the climb rate and continue the turn; to get out of the next stick shaker. Until we were on a straight line toward Condorcocha VOR and getting away from the mountain wake turbulence; we felt better with that departure. The winds outside the runway and along the parallel mountain range must be much different than the winds call. In my [career] I never had a stick shaker that I remember outside of the sim. In one flight; I had 2. Talking with other pilots that had landed in Quito's new airport when the winds were similar to what I experience; always tell me the same. PLI always on view; max power to the stops to maintain speed on final; unstable approach below 1000 ft; and how uncomfortable the approach and departure are out of there with the crazy winds. I express concern that if we lose an engine on approach or departure; we could be in serious jeopardy when the winds are out of control like they were when I had the stick shaker. Some food for thought is; one consider flaps 20 landing if the runway stopping distance allows it. This would give a better power ratio to maintain speed or go around if necessary at that high altitude airport with unpredictable winds on final; and a 15* bank turn departure to avoid a stick shaker on departure with the unpredictable mountain wake turbulence present.
B767-300 Captain believes that under certain wind conditions; takeoffs and landings at SEQM can be very dangerous. While departing on the Condorcocha departure from Runway 18; two instances of stick shaker occur during the turn to the north. Landings are also problematic during these wind events.