A320
Flight Crew Last 90 Days 200; Flight Crew Total 11000; Flight Crew Type 2000
Situational Awareness; Human-Machine Interface
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; General Maintenance Action
Aircraft; Human Factors
On takeoff roll I set the power levers in the flex detent; confirmed the position and raised my hand off the levers. In placing his hand on the levers the Captain managed to advance the levers to TO/GA. I was not aware of this. Rotation was normal; I began the immediate left turn using the flight director to follow the PORTE departure off runway 19R. At the annunciation for power reduction I moved the levers aft one click and advanced them one click thinking I had selected MCT. In actuality I had selected TO/GA. The flight directors then indicated a steep climb and a turn back to runway heading which would have taken us into terrain. While in IMC trying to understand the indications; we hit a 30+ knot increase shear. The speed tape blurred and jumped to 250. I called for flap retraction and managed speed. Because we were in TOGA managed speed could not be selected. I called for speed intervene 250. I maintained a left turn to continue the PORTE departure ignoring the command bars right turn. Within seconds the sheer was over and the speed tape jumped back to 220 KTS. There was never a sheer warning. Tower gave us a heading and directions to proceed to a fix further along the departure. Tower then asked what departure we were flying. The Captain stated the PORTE and that we encountered turbulence and sheer and therefore had trouble navigating. Tower stated 'No problem'. Obviously I was not precisely on track because the aircraft was in the go around mode and indicating direction to fly a programmed climb and track.
A320 First Officer reports inadvertent selection of TOGA thrust during a planned flex thrust takeoff and the problems encountered at thrust reduction/clean up altitude. Thrust levers are retarded one detent to get into the auto flight climb mode then advanced one detent to maintain MCT (actually TOGA); putting auto flight into go around mode. A flap overspeed occurs due to windshear and the high thrust setting.