Narrative:

After several deviations on the acton 1 arrival we were given a heading of 350 degrees for the ILS to 18R. Severe WX was at our 11 O'clock and we were unable to fly this heading. We advised ATC and so did several other aircraft. At this point act became very upset and in a very ruffled, unprofessional voice shouted, 'well, if you're not going to accept my vectors, turn right to 1-20 and state your intentions!' our reply, 'roger, right to 120 degrees. We would like to land at dfw.' center replied, 'well, if you won't fly my headings, how am I supposed to vector you to dfw?' our reply: 'we are not going to fly this aircraft into thunderstorms just to satisfy your vectors. How about the east side?' at this point we were handed off to another controller who vectored us around the south and east side of dfw for an approach to 17L. The WX that required this was northwest of dfw and several aircraft had refused to fly anywhere near it. Our radar showed it to be level 5+. We were handed off to our final controller who issued southwest headings and speed reductions for 17L. The next problem was just prior to final. ATC: 'turn left to 230 degrees, slow to 180 KTS. Severe turbulence was reported at your 1 O'clock and 8 mi by an medium large transport.' we acknowledged and started the turn. ATC: 'turn further left to 200 degrees, intercept 17L localizer. I need you to slow to 150 KTS.' we were in moderate turbulence, IMC. Captain was on the radios, I was flying and advised him I'd only slow to 170 KTS. Center immediately came back, quite harsh and said, 'maintain 4000', I now need you to slow to 140 KTS.' captain reply: 'unable, 170 KTS is as slow as we can go.' at this point ATC became very upset and shouted, 'if you can't slow down to 1-40, I'm going to break you of this approach!' at that point, before we could acknowledge, our airspeed lost 30 KTS, to 140, then increased to 190 KTS and severe turbulence. We were in wind shear. Captain said, 'let's get out of here,' and went maximum firewall power. I acknowledged, 'let's go.' at the same time center gave us a heading of 180 degrees off the approach and handed us off to another controller. During that few seconds our throttles went from full forward to full closed, from an airspeed of 170 KTS to 140 KTS to 190 KTS, from a descent to a climb to a descent. We gained about 150' to 4150'. The next controller then said, 'state you altitude.' we confirmed 4000' and were given vectors to shv.

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Original NASA ASRS Text

Title: FLT CREW OF ACR MLG REFUSES SEVERAL CLRNCS FROM DFW APCH CTL DUE TO SEVERE WX AND TURBULENCE ON ARR INTO DALLAS. FLT ULTIMATELY DIVERTS TO SHV.

Narrative: AFTER SEVERAL DEVIATIONS ON THE ACTON 1 ARR WE WERE GIVEN A HDG OF 350 DEGS FOR THE ILS TO 18R. SEVERE WX WAS AT OUR 11 O'CLOCK AND WE WERE UNABLE TO FLY THIS HDG. WE ADVISED ATC AND SO DID SEVERAL OTHER ACFT. AT THIS POINT ACT BECAME VERY UPSET AND IN A VERY RUFFLED, UNPROFESSIONAL VOICE SHOUTED, 'WELL, IF YOU'RE NOT GOING TO ACCEPT MY VECTORS, TURN RIGHT TO 1-20 AND STATE YOUR INTENTIONS!' OUR REPLY, 'ROGER, RIGHT TO 120 DEGS. WE WOULD LIKE TO LAND AT DFW.' CENTER REPLIED, 'WELL, IF YOU WON'T FLY MY HDGS, HOW AM I SUPPOSED TO VECTOR YOU TO DFW?' OUR REPLY: 'WE ARE NOT GOING TO FLY THIS ACFT INTO TSTMS JUST TO SATISFY YOUR VECTORS. HOW ABOUT THE E SIDE?' AT THIS POINT WE WERE HANDED OFF TO ANOTHER CTLR WHO VECTORED US AROUND THE S AND E SIDE OF DFW FOR AN APCH TO 17L. THE WX THAT REQUIRED THIS WAS NW OF DFW AND SEVERAL ACFT HAD REFUSED TO FLY ANYWHERE NEAR IT. OUR RADAR SHOWED IT TO BE LEVEL 5+. WE WERE HANDED OFF TO OUR FINAL CTLR WHO ISSUED SW HDGS AND SPD REDUCTIONS FOR 17L. THE NEXT PROB WAS JUST PRIOR TO FINAL. ATC: 'TURN LEFT TO 230 DEGS, SLOW TO 180 KTS. SEVERE TURB WAS RPTED AT YOUR 1 O'CLOCK AND 8 MI BY AN MLG.' WE ACKNOWLEDGED AND STARTED THE TURN. ATC: 'TURN FURTHER LEFT TO 200 DEGS, INTERCEPT 17L LOC. I NEED YOU TO SLOW TO 150 KTS.' WE WERE IN MODERATE TURB, IMC. CAPT WAS ON THE RADIOS, I WAS FLYING AND ADVISED HIM I'D ONLY SLOW TO 170 KTS. CENTER IMMEDIATELY CAME BACK, QUITE HARSH AND SAID, 'MAINTAIN 4000', I NOW NEED YOU TO SLOW TO 140 KTS.' CAPT REPLY: 'UNABLE, 170 KTS IS AS SLOW AS WE CAN GO.' AT THIS POINT ATC BECAME VERY UPSET AND SHOUTED, 'IF YOU CAN'T SLOW DOWN TO 1-40, I'M GOING TO BREAK YOU OF THIS APCH!' AT THAT POINT, BEFORE WE COULD ACKNOWLEDGE, OUR AIRSPD LOST 30 KTS, TO 140, THEN INCREASED TO 190 KTS AND SEVERE TURB. WE WERE IN WIND SHEAR. CAPT SAID, 'LET'S GET OUT OF HERE,' AND WENT MAX FIREWALL PWR. I ACKNOWLEDGED, 'LET'S GO.' AT THE SAME TIME CENTER GAVE US A HDG OF 180 DEGS OFF THE APCH AND HANDED US OFF TO ANOTHER CTLR. DURING THAT FEW SECS OUR THROTTLES WENT FROM FULL FORWARD TO FULL CLOSED, FROM AN AIRSPD OF 170 KTS TO 140 KTS TO 190 KTS, FROM A DSCNT TO A CLB TO A DSCNT. WE GAINED ABOUT 150' TO 4150'. THE NEXT CTLR THEN SAID, 'STATE YOU ALT.' WE CONFIRMED 4000' AND WERE GIVEN VECTORS TO SHV.

Data retrieved from NASA's ASRS site as of July 2007 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.