EMB ERJ 170/175 ER/LR
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Training / Qualification
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Flight Crew Regained Aircraft Control
Human Factors; Weather
It was really windy in ZZZ. ATIS was reporting winds 260 17G28. The FO (First Officer) and I made a remark that the winds were calming down some. Then as we were taxiing out ATC reported winds to us 260 29G43. There was a rapid change in wind speed. I was not surprised as it was really windy all day and they were forecasted to stay strong. The takeoff roll was normal. Lift off was normal for what you could expect in strong winds. Then we got Caution Windshear at about 800 AGL. Proceeded to call Max Thrust as I pushed the power to max thrust. Disconnect auto throttles and selected TOGA (Take Off Go Around.) Auto-pilot was already off. Pitch to 15-20 degrees. FO (PM) (Pilot Monitoring) was calling out deviations. Then about 1200 AGL we experienced severe turbulence and plane went into a hard bank to the right. I lowered the nose slightly in order to regain control and get the airplane back to level flight as it was nearly full left deflection on the aileron to get AC level. We continued to climb; but due to lowering the nose slightly for the severe turbulence we oversped the flaps. Flaps were set to the flaps 2 position at this time as we were just out of the windshear it appeared. Then we continued to be hit with severe turbulence shooting our airspeed up to about 235 with flaps 2. After we got the flaps up the speed shot up to about 277. I was manually operating the throttles as we were still in GA (Go Around) mode. We got established on our heading and altitude given to us by ATC. Configured the aircraft in HDG and FLCH (Flight Level Change) mode at this point.I have no doubt this incident was due to the severe turbulence and strong winds this day because I have never oversped the aircraft in any configuration before. I believe I could have done a better job of getting the aircraft into a higher nose pitch or pulled the throttles back sooner after exiting the severe turbulence to avoid the overspeed. However; my main focus was just to fly the airplane and get it under control and fly out of the turbulence and I had in the back of my mind I did not want to get slow and get a Warning Windshear or stall since we were so close to the ground.
When cleared for takeoff at ZZZ; ATC advised winds 260/29G43. Takeoff roll was normal. At 400ft; received 'Caution Windshear' alert and Windshear Escape Maneuver was performed. At approximately 1200ft AGL we encountered severe turbulence; the aircraft rolled hard to the right; Captain (PF) (Pilot Flying) had difficulty rolling back to the left. Once level; severe turbulence continued; and Captain called for Flaps 1. The Indicated airspeed was very erratic. At one point we received the 'HIGH SPEED' aural alert; the IAS was indicating 223 when I looked; the Captain brought the throttles back but the speed did not react to the change in thrust and continued to indicate different values rapidly; presumably due to the severe turbulence; approximately 4;000 MSL the aircraft was under control and turbulence was moderate. The LLWS (Low Level Wind Shear)/ Severe turbulence was communicated to ZZZ TRACON. Once at cruise; the Captain and I debriefed; he stated he saw 277 KIAS at one point during the event but I did not see that indication. I was also busy configuring the aircraft while the Captain flew.
E175 flight crew reported windshear and severe turbulence after takeoff and exceeded the max flap extend speed.