Narrative:

Light aircraft approximately 220K; [we were] holding for thunderstorms south of the airport landing south. Informed of wind shift and would be #1 for landing to the north; wind now 310/16 gust 27. Cleared approach and radar indicated mostly moderate and some heavy precipitation but not showing any well defined cells on the final. [We] slowed to 170 KTS gear down flaps 20 on localizer descending approaching marker. Capt flying pilot; I saw 58 KTS tailwind; aircraft speed 180 and a accelerating; 20 KTS difference between IAS and GS and announced 'go-around'. Captain immediately started the go-around. At the same time the aircraft entered severe windshear and he went to firewall power; flaps were 20 and gear was already on its way up. Aircraft pitched and rolled violently. Loose articles were tossed about the cockpit and it was impossible to read any fight instruments. A triple chime was going off and all I could read was the attitude was at least 20 degrees nose up and airspeed was into flap over speed zipper. I could not read any numbers or focus on anything. Altitude appeared to be increasing. I announced flap overspeed as source of triple chime; captain was struggling to maintain positive control of the aircraft and it was obvious that airspeed control was impossible. At the same time we had a spoiler fault; the only operating yaw damper kicked off; and the yellow hydraulic system indicated a loss of pressure. At this point I thought the airplane was coming apart! The yellow system restored itself and I struggled to reach the yaw damper reset to help the captain with controlling the plane. The triple chime going off the whole time; at 5;000 ft the captain started to reduce power to regain some airspeed control; fearing a major tailwind shear I said were not thru yet and he continued firewall power. At 7;000 ft the turbulence started to wane and we went to climb power and resumed a normal flight profile. Requested 10;000 and cleaned the airplane up. Fearing structural damage; we elected to divert without delay. I have seen the same type of weather return that we encountered many times and flown thru without incident. We went from #11 for the approach to #1 with the wind shift. The airport had been closed for weather and pressure existed to beat the next cell in. The radar return was only part of the picture. The nearly 60 KTS low altitude tailwind was unknown to us until we experienced it; as we holding at much higher altitude. By that point an encounter with the shear zone was unavoidable. Query ATC for available wind information; allow the situation to stabilize after a wind shift or major weather change; don't put undo pressure on a situation that does not warrant it; and be very wary of being the first to take on a changing environment. This is a lesson that will not be forgotten.

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Original NASA ASRS Text

Title: A300 First Officer reports encountering a decreasing tailwind during approach resulting in increasing IAS and calls for a go around. As the go around is initiated severe turbulence is encountered and airspeed increases above flap limit speed. After regaining control the crew elects to divert to a nearby alternate airport.

Narrative: Light aircraft approximately 220K; [we were] holding for thunderstorms south of the airport landing south. Informed of wind shift and would be #1 for landing to the north; wind now 310/16 gust 27. Cleared approach and radar indicated mostly moderate and some heavy precipitation but not showing any well defined cells on the final. [We] slowed to 170 KTS gear down flaps 20 on localizer descending approaching marker. Capt flying pilot; I saw 58 KTS tailwind; aircraft speed 180 and a accelerating; 20 KTS difference between IAS and GS and announced 'go-around'. Captain immediately started the go-around. At the same time the aircraft entered severe windshear and he went to firewall power; flaps were 20 and gear was already on its way up. Aircraft pitched and rolled violently. Loose articles were tossed about the cockpit and it was impossible to read any fight instruments. A triple chime was going off and all I could read was the attitude was at least 20 degrees nose up and airspeed was into flap over speed zipper. I could not read any numbers or focus on anything. Altitude appeared to be increasing. I announced flap overspeed as source of triple chime; Captain was struggling to maintain positive control of the aircraft and it was obvious that airspeed control was impossible. At the same time we had a spoiler fault; the only operating yaw damper kicked off; and the yellow hydraulic system indicated a loss of pressure. At this point I thought the airplane was coming apart! The yellow system restored itself and I struggled to reach the yaw damper reset to help the Captain with controlling the plane. The triple chime going off the whole time; at 5;000 FT the Captain started to reduce power to regain some airspeed control; fearing a major tailwind shear I said were not thru yet and he continued firewall power. At 7;000 FT the turbulence started to wane and we went to climb power and resumed a normal flight profile. Requested 10;000 and cleaned the airplane up. Fearing structural damage; we elected to divert without delay. I have seen the same type of weather return that we encountered many times and flown thru without incident. We went from #11 for the approach to #1 with the wind shift. The airport had been closed for weather and pressure existed to beat the next cell in. The radar return was only part of the picture. The nearly 60 KTS low altitude tailwind was unknown to us until we experienced it; as we holding at much higher altitude. By that point an encounter with the shear zone was unavoidable. Query ATC for available wind information; allow the situation to stabilize after a wind shift or major weather change; don't put undo pressure on a situation that does not warrant it; and be very wary of being the first to take on a changing environment. This is a lesson that will not be forgotten.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.