A321
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Other / Unknown; Time Pressure; Workload; Human-Machine Interface
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Flight Crew Overcame Equipment Problem
Human Factors; Weather
Winds 140/15 gust 25; Tower broadcast landing aircraft report +-15 kts on final. Regional jet taking off ahead of us showed large downwind drift after rotation. Prior to takeoff I briefed TOGA on takeoff roll if necessary. We tracked center-line until 110 kts then the aircraft weather-vaned 30 degrees to the left (gusts exceeded rudder control). If we rejected we would have departed the runway. I applied full right rudder; right aileron and selected TOGA with the aircraft correcting and the left main gear on the left runway edge striping. Rather than risk further drift to the left I elected to rotate 15-20 kts prior to VR. After becoming airborne the right wing dipped 7-10 degrees; I neutralized aileron and rudder; called for gear up and continued the climbout. We immediately reported the windshear (horizontal) and I believe we were the last takeoff out of ZZZ. We reported the incident to Dispatch and he told us all the airports in the area were ground stopped.I believe we encountered a sudden horizontal windshear; with resulting side gusts; exceeding the aircraft capability to maintain heading at a critical phase of takeoff. I believe a runway change to [Runway] XXR would have aligned us with the wind and prevented this incident.ATC should not hesitate to change runways so that aircraft are taking off into the wind. Especially when the winds are strong and gusty crosswinds.
I was the PM (Pilot Monitoring) and we were cleared into position and hold for Runway XYR full length in ZZZ. The winds were gusty but nothing beyond our limits. ATIS reported 140/17G27 with LLWS in the area. In addition Tower had relayed to landing aircraft for XXL reports of +15 kts. on final near 500 ft. As we entered the runway the CA (Captain) PF (Pilot Flying) mentioned; 'We have TOGA available if we need it.' There were no reports by previous aircraft; a company 777 and an RJ; of any airspeed gain or loss on takeoff and there were no LLWS warnings issued. We were cleared for takeoff and I believe Tower reported wind gusting to 24; still well below our limits. The CA PF added power normally and we began the takeoff roll. The engines came up normally. The airspeed moved rather quickly beyond 80 to 90 kts as the engines stabilized at FLEX and I called 90. As I looked up from the engines and the airspeed the aircraft began to move off centerline slightly then began a more rapid turn to the left to the point of the right mains being to the left of the centerline. At this point I called out to the CA PF; 'Centerline; centerline; centerline.' and we continued a drift to the left. I looked down to begin stepping on the rudder with the CA PF to maintain directional control and it appeared full right rudder was applied. I then looked up and was about to call reject when the CA PF began to pitch up as we slowly regained directional control. Our airspeed was not yet at V1; probably 10 kts.; perhaps a little more below. We were approximately 3000 ft down the runway I believe but I'm not certain. At this point a reject was out of the question as we were airborne and turning back towards the centerline. The CA PF held a very slight pitch up and allowed the aircraft to slowly accelerate and fly out of the windshear. As we began a slow climb; speed was still low. The CA PF did an excellent job keeping the airplane from settling back to the ground without excessive pitch and at a very slow airspeed. Somewhere in this event the CA PF went to TOGA. I have no idea when but I believe it was shortly before we became airborne and turned back toward the centerline. The aircraft continued a climb and we climbed out with a normal takeoff out of about 200 ft. There was never a call of windshear by the aircraft or a noticeable change of the airspeed. I was 100% looking outside after 90 kts. to assess where we were and what I could do to help the CA PF control the aircraft. From the time of calling centerline to the time of getting airborne could not have been more than 3 seconds. It all happened incredibly fast. It was very smooth and not a single bump climbing to 800 ft. or so. The entire scenario lasted maybe 10 seconds but it felt like 20 minutes. I'm still not 100% certain what caused the drift to the left. The turn matched with the strong crosswinds. I'm fairly certain they were the cause but it could not have been the same wind speed as what the ATIS reported and what Tower stated. It was as if we entered an area with a significant wind increase that temporarily approached our crosswind limitations. At the slower airspeed and less rudder authority the capabilities of the aircraft may have been briefly exceeded until we accelerated and got more airflow over the rudder. I've taken off near crosswind limits before and I've never had this type of event. Not even close.I'm not sure anything could have been done differently. The CA mentioned the availability of TOGA due to the winds which was crucial to the end result I believe. My call of centerline brought the CA into action to which he stated was a good thing. We were both very surprised by the rapid turn; like the startle effect almost. The only thing I could have done was call reject sooner but it was not necessary until we made the rapid turn to the left and subsequently became airborne.
A321 flight crew reported a horizontal windshear on takeoff roll. Flight crew recommended using a runway more aligned with wind conditions.