Narrative:

Our flight was dispatched on apr 2013. The weather at destination was basically VFR with a chance of thunderstorms; as thunderstorms had been developing in the region. After arriving at the aircraft; we were notified of arrival flow control and an edct was issued. We had a normal takeoff and enroute phase; and as we approached our destination our arrival was changed to an arrival which became vectors due to weather in the area. We also saw thunderstorms on our radar and visually in the area.we were vectored to the west of the field and sequenced for the ILS. The radar showed green; yellow; and some red in the area of the approach course. Approach control told us we were being vectored for the approach; that other aircraft reported moderate to heavy rain on final; with pretty good rides; and 'you should break out at about 4 miles'. At this point; I made an assumption that his radar may be better than mine and we were following a known path to the airport. We were following a saab 340 that reported to approach he was in heavy rain with moderate to heavy turbulence. We had intercepted the localizer and had moderate rain and light to moderate turbulence. We were cleared for the approach while approach control continued to ask the saab to define heavy turbulence. At approximately 2;000 ft; we encountered heavy rain with moderate turbulence; and shortly thereafter pelted with hail. The noise level within the cockpit was deafening; making crew communications difficult. We were in hail and heavy rain for 30 seconds to 1 minute. As the hail subsided we received a 'tail windshear; tail windshear' alert. I pushed the go-around button and began a 'go-around/windshear' escape. As soon as we began the go-around; the windshear alert stopped. Still in heavy rain; we began our go-around about 1;200-1;500 ft and began our climb to 3;000 ft per the missed approach. The first officer advised approach of the go-around and of the hail encounter and advised them not to send others through it. Approach acknowledged and told us to level at 2;000. We were passing 2;300 ft at the time. I disconnected the autopilot and returned the aircraft to 2;000 ft and reengaged the autopilot. We had reached approximately 2;400 ft before returning to 2;000. We were turned to 270 degrees and exited all of the weather within a couple of minutes. We were subsequently given a climb to 6;000 ft and vectored around with other aircraft after operations were stopped at our intended destination. After about 10 minutes; we were asked if we would like to try the approach again and be the 'trailblazer'. We replied no; and heard laughter in the background of ATC. At that point; we coordinated with dispatch and with ATC to divert to our alternate. We executed an uneventful diversion.I called the duty officer and advised him of the diversion and a synopsis as to why. I entered into the logbook information of the hail event; and also the windshear event with windshear escape. Maintenance inspected the aircraft and found no hail damage and no exceedances for the windshear. Both items were signed off and the aircraft was released for service. After all notifications and maintenance procedures were completed; we were dispatched to and flew to our original destination.in most cases; it won't be prevented. If I had a do-over; I would have trusted my gut. As we approached our destination; I mentioned to the first officer that I didn't really like the radar picture and maybe we should just hold out to the west and wait for the storms to subside or move off. Approach control was busy with multiple aircraft and trying to get everyone sequenced for the approach. He told us that others in front of us had experienced moderate to heavy rains with good rides. His assurances became the carrot held out in front. We were in line; following others who had successfully flown the approach; and landed. Once we were on the approach; we had no other options as we were surrounded byweather. I credit our success to a tough; great airplane; adherence to procedures learned in training; and an outstanding first officer coordinating with ATC; monitoring myself as pilot flying; and great crew coordination. As for the altitude deviation; we were complying with the missed approach procedures and I believe caught approach off-guard as they issued an altitude assignment after it had been passed.

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Original NASA ASRS Text

Title: During approach in IMC conditions with thunderstorms forecast and sighted both visually and on radar; an MD10 crew experienced moderate turbulence; heavy rain; hail; and then a 'Tail Windshear' alert. The crew immediately executed a go-around; and during the climb to the published missed approach altitude was issued a lower level-off altitude not timely enough to allow compliance.

Narrative: Our flight was dispatched on APR 2013. The weather at destination was basically VFR with a chance of thunderstorms; as thunderstorms had been developing in the region. After arriving at the aircraft; we were notified of arrival flow control and an EDCT was issued. We had a normal takeoff and enroute phase; and as we approached our destination our arrival was changed to an arrival which became vectors due to weather in the area. We also saw thunderstorms on our radar and visually in the area.We were vectored to the west of the field and sequenced for the ILS. The radar showed green; yellow; and some red in the area of the approach course. Approach Control told us we were being vectored for the approach; that other aircraft reported moderate to heavy rain on final; with pretty good rides; and 'you should break out at about 4 miles'. At this point; I made an assumption that his radar may be better than mine and we were following a known path to the airport. We were following a SAAB 340 that reported to approach he was in heavy rain with moderate to heavy turbulence. We had intercepted the localizer and had moderate rain and light to moderate turbulence. We were cleared for the approach while Approach Control continued to ask the SAAB to define heavy turbulence. At approximately 2;000 FT; we encountered heavy rain with moderate turbulence; and shortly thereafter pelted with hail. The noise level within the cockpit was deafening; making crew communications difficult. We were in hail and heavy rain for 30 seconds to 1 minute. As the hail subsided we received a 'tail windshear; tail windshear' alert. I pushed the go-around button and began a 'go-around/windshear' escape. As soon as we began the go-around; the windshear alert stopped. Still in heavy rain; we began our go-around about 1;200-1;500 FT and began our climb to 3;000 FT per the missed approach. The First Officer advised Approach of the go-around and of the hail encounter and advised them not to send others through it. Approach acknowledged and told us to level at 2;000. We were passing 2;300 FT at the time. I disconnected the autopilot and returned the aircraft to 2;000 FT and reengaged the autopilot. We had reached approximately 2;400 FT before returning to 2;000. We were turned to 270 degrees and exited all of the weather within a couple of minutes. We were subsequently given a climb to 6;000 FT and vectored around with other aircraft after operations were stopped at our intended destination. After about 10 minutes; we were asked if we would like to try the approach again and be the 'Trailblazer'. We replied no; and heard laughter in the background of ATC. At that point; we coordinated with dispatch and with ATC to divert to our alternate. We executed an uneventful diversion.I called the duty officer and advised him of the diversion and a synopsis as to why. I entered into the logbook information of the hail event; and also the windshear event with windshear escape. Maintenance inspected the aircraft and found no hail damage and no exceedances for the windshear. Both items were signed off and the aircraft was released for service. After all notifications and maintenance procedures were completed; we were dispatched to and flew to our original destination.In most cases; it won't be prevented. If I had a do-over; I would have trusted my gut. As we approached our destination; I mentioned to the First Officer that I didn't really like the radar picture and maybe we should just hold out to the west and wait for the storms to subside or move off. Approach Control was busy with multiple aircraft and trying to get everyone sequenced for the approach. He told us that others in front of us had experienced moderate to heavy rains with good rides. His assurances became the carrot held out in front. We were in line; following others who had successfully flown the approach; and landed. Once we were on the approach; we had no other options as we were surrounded byweather. I credit our success to a tough; great airplane; adherence to procedures learned in training; and an outstanding First Officer coordinating with ATC; monitoring myself as pilot flying; and great crew coordination. As for the altitude deviation; we were complying with the missed approach procedures and I believe caught Approach off-guard as they issued an altitude assignment after it had been passed.

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.