Narrative:

During cruise flight; the no GPWS inoperative light illuminated. The captain read the QRH; we sent in the fault reporting manual code; and did not receive the normal and automated response from maintenance (the ACARS system went down). During final approach to ZZZ and after being fully configured for runway xyr; the airspeed maximum and minimum maneuver speed amber and red and black were all visible on the pfd. As I understand; the amber maximum maneuver speed bar should not be visible after being fully configured for landing. Our indications seemed very abnormal. The safe speed window was very narrow and fluctuating because of the turbulence.as we descended on final; the ride was moderate turbulence. The aircraft in front of us performed a go around then reported plus and minus 30 knots wind shear. We were also experiencing airspeed fluctuations and made the decision to go around (GPWS inoperative). During the go around maneuver; the flaps would not retract and the safe speed margin was extraordinarily narrow. The moderate turbulence continued. It was difficult to maintain a safe airspeed and climb rate. I focused on flying the airplane.during the event; the captain [advised ATC] and we continued our climb eastbound; meanwhile requesting higher altitudes with ATC. After knowing we were at a safe altitude with the aircraft in positive control IMC; the captain returned the flap selector to flaps 30 and then we were finally successful with flap retraction. The gear warning horn sounded almost the entire time.wind shear conditions continued at ZZZ with more aircraft going around. We proceeded to our alternate and landed there without further incident.

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Original NASA ASRS Text

Title: B737 flight crew reported ambiguous airspeed indications on approach in windshear and rainy conditions.

Narrative: During cruise flight; the NO GPWS INOP light illuminated. The Captain read the QRH; we sent in the Fault Reporting Manual code; and did not receive the normal and automated response from maintenance (the ACARS system went down). During final approach to ZZZ and after being fully configured for runway XYR; the airspeed maximum and minimum maneuver speed amber and red and black were all visible on the PFD. As I understand; the amber maximum maneuver speed bar should not be visible after being fully configured for landing. Our indications seemed very abnormal. The safe speed window was very narrow and fluctuating because of the turbulence.As we descended on final; the ride was moderate turbulence. The aircraft in front of us performed a go around then reported plus and minus 30 knots wind shear. We were also experiencing airspeed fluctuations and made the decision to go around (GPWS INOP). During the go around maneuver; the flaps would not retract and the safe speed margin was extraordinarily narrow. The moderate turbulence continued. It was difficult to maintain a safe airspeed and climb rate. I focused on flying the airplane.During the event; the Captain [advised ATC] and we continued our climb eastbound; meanwhile requesting higher altitudes with ATC. After knowing we were at a safe altitude with the aircraft in positive control IMC; the Captain returned the flap selector to flaps 30 and then we were finally successful with flap retraction. The gear warning horn sounded almost the entire time.Wind shear conditions continued at ZZZ with more aircraft going around. We proceeded to our alternate and landed there without further incident.

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.