Narrative:

Planned south approach into okc. Two severe thunderstorms well north of airport and one well south along a strong cold front. Upon contact with approach control advised [another air carrier] encountered windshear on approach; executed go around and returned to departure airport. Approach also advised wind had shifted to north landing gusting 38 knots and windshear alert of 25 knots. We leveled at 9;000 feet and took delay vectors in clear/smooth ride. Shortly thereafter winds reported 20-25 knots with no windshear alert. We accepted descent and vectors for approach. With configuration flaps 1 speed 210 knots descending on downwind turbulence began to increase to moderate continuous. Airspeed shortly thereafter increased rapidly and I disconnected auto pilot to prevent flap overspeed. It was quickly followed by a rapid severe decreasing performance windshear; severe loss of airspeed and sink. We executed a go around and diverted to ama. After parking brake set we reported in-time per current company guidance and 'stay' on FAA interpretation of flight time. After refuel we returned to okc and flew 7:46 for the day. However with a ground time of 1:18; it could have been 9:04.

Related reports:

Google
 

Original NASA ASRS Text

Title: A320 Captain reported executing a go-around and diverting to an alternate after encountering wind shear on approach to OKC.

Narrative: Planned south approach into OKC. Two severe thunderstorms well north of airport and one well south along a strong cold front. Upon contact with approach control advised [another air carrier] encountered Windshear on approach; executed go around and returned to departure airport. Approach also advised wind had shifted to north landing gusting 38 knots and Windshear alert of 25 knots. We leveled at 9;000 feet and took delay vectors in clear/smooth ride. Shortly thereafter winds reported 20-25 knots with no windshear alert. We accepted descent and vectors for approach. With configuration flaps 1 speed 210 knots descending on downwind turbulence began to increase to moderate continuous. Airspeed shortly thereafter increased rapidly and I disconnected auto pilot to prevent flap overspeed. It was quickly followed by a rapid severe decreasing performance windshear; severe loss of airspeed and sink. We executed a go around and diverted to AMA. After parking brake set we reported in-time per current company guidance and 'stay' on FAA interpretation of flight time. After refuel we returned to OKC and flew 7:46 for the day. However with a ground time of 1:18; it could have been 9:04.

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.