Narrative:

On right base for dfw 18R with the field in sight we were cleared for the visual approach. The entire airfield was in view except for a localized rain shower that appeared to be centered just left of 18L with outer bands of what appeared as light rain on the approach to 18R. The runway was clearly visible through the shower. An aircraft just ahead of us was cleared to land and I had it in sight as we intercepted the centerline and stared down the glide slope. We were stable at 1000 ft and the controller asked for a PIREP from the aircraft that had just landed. They reported the rain on final and noted seeing lightning. I never did see any lightning while we were on final; and I had watched them until they were on short final. I was looking for them because I was concerned that they had cleared the runway; but could not see anyone on the runway or the high speed taxiways; but I remember seeing aircraft taxiing north bound on taxiway G. The rain began to hit the aircraft shortly thereafter. Passing 500 ft the runway was still in sight; but visibility began to fall. The runway began to fade from view and I remember seeing 4 approach lead in lights; then 3; then 2; and I started to push the power up as the captain called for the go around. I hit the toga and started to rotate the nose up when it felt like we hit a wall of water and the wind shear alert went off. I rotated up into the command bars but the captain stated we were not climbing and asked for more thrust and adjusted the power. We still were not climbing and I raised the nose slightly in small increments anticipating the stick shaker. I never did see the height above the ground; but recall seeing the hash marked area of the radar altimeter depicting the ground.as quickly as it stared; it ended and we flew out the back side into the clear. We cleaned up the aircraft; and climbed to 3000 ft hdg 190 on ATC instructions. They told us dfw was closed and would vector us for holding. The captain told them we would need immediate vectors for aus. We discussed arrival fuel at aus and the fact that the weather seemed to be building from the west and south. With possible enroute deviations and an unknown weather situation south and west; we asked ATC about dal and they gave us a vector in that direction. The captain talked with dispatch and they recommended afw. ATC gave us vector to the west for afw. While heading west ATC informed us that there was a thunderstorm on approach to afw. The captain asked if it would be clear by the time we got there; and we were told; it was not moving.we discussed ftw which was right in front of us. The distant alternates seemed questionable unknowns; and we had exhausted all the other close by alternatives. There was a sense of a deteriorating weather condition in the area and if we wait too long to decide; what if this last option was taken away? The captain asked for the field length and the decision was made to put the aircraft safely on the ground and go from there. We were given clearance for a straight in approach and landed.

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Original NASA ASRS Text

Title: Large transport crew executed a missed approach after losing visual contact with the runway on short final. The airport was closed shortly after. The crew diverted.

Narrative: On right base for DFW 18R with the field in sight we were cleared for the visual approach. The entire airfield was in view except for a localized rain shower that appeared to be centered just left of 18L with outer bands of what appeared as light rain on the approach to 18R. The runway was clearly visible through the shower. An aircraft just ahead of us was cleared to land and I had it in sight as we intercepted the centerline and stared down the glide slope. We were stable at 1000 ft and the controller asked for a PIREP from the aircraft that had just landed. They reported the rain on final and noted seeing lightning. I never did see any lightning while we were on final; and I had watched them until they were on short final. I was looking for them because I was concerned that they had cleared the runway; but could not see anyone on the runway or the high speed taxiways; but I remember seeing aircraft taxiing north bound on Taxiway G. The rain began to hit the aircraft shortly thereafter. Passing 500 ft the runway was still in sight; but visibility began to fall. The runway began to fade from view and I remember seeing 4 approach lead in lights; then 3; then 2; and I started to push the power up as the Captain called for the Go Around. I hit the TOGA and started to rotate the nose up when it felt like we hit a wall of water and the wind shear alert went off. I rotated up into the command bars but the Captain stated we were not climbing and asked for more thrust and adjusted the power. We still were not climbing and I raised the nose slightly in small increments anticipating the stick shaker. I never did see the height above the ground; but recall seeing the hash marked area of the radar altimeter depicting the ground.As quickly as it stared; it ended and we flew out the back side into the clear. We cleaned up the aircraft; and climbed to 3000 ft hdg 190 on ATC instructions. They told us DFW was closed and would vector us for holding. The Captain told them we would need immediate vectors for AUS. We discussed arrival fuel at AUS and the fact that the weather seemed to be building from the west and south. With possible enroute deviations and an unknown weather situation south and west; we asked ATC about DAL and they gave us a vector in that direction. The Captain talked with Dispatch and they recommended AFW. ATC gave us vector to the west for AFW. While heading west ATC informed us that there was a thunderstorm on approach to AFW. The Captain asked if it would be clear by the time we got there; and we were told; it was not moving.We discussed FTW which was right in front of us. The distant alternates seemed questionable unknowns; and we had exhausted all the other close by alternatives. There was a sense of a deteriorating weather condition in the area and if we wait too long to decide; what if this last option was taken away? The Captain asked for the field length and the decision was made to put the aircraft safely on the ground and go from there. We were given clearance for a straight in approach and landed.

Data retrieved from NASA's ASRS site 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.