Narrative:

At baner for ILS 4R to mdw; weather ahead just off final course. Mdw tower said heavy rain and last one through had only light to moderate turbulence. Shortly after; an aircraft six miles ahead said plus/minus 25 knots; so tower broke us off before we encountered any bad turbulence; no wind shear advisories. ATC then started vectoring us for ILS 31C. We checked the weather again with ATC and verified landing data was good to go. On final (at about gleam) note we have 20-knot tailwind. We confirmed with tower field conditions (330/9) and five to six miles visibility. ATC asked us to keep 170 until runts; in retrospect; should have told him we needed to configure earlier due to tailwind. Continued in; could see the ground but there was a cloud layer blocking the field. We were configured; but tailwind caused it to take more time than normal; at 1000 ft met parameters; but speed almost immediately came back up; at 900 AGL first officer said he was going around. I said I could see the field and noticed he had pulled the nose up and kicked the autopilot to cws (control wheel steering); he said he couldn't see the field and we called missed approach before 800 AGL.I called tower and reported missed approach. We started missed approach and let the pitch attitude get too high which led to the airspeed getting low. Twenty degrees nose up was highest I noticed; and we were immediately correcting. We did get one airspeed low advisory; but no buffett and no stall warning. During that period we asked tower what altitude he wanted; he said 2000. Well we were already at 2200; so we had missed our mark. He noticed and then said 2500. We got to 2600 then corrected to 2500. No windshear warnings or storm predictions were on our radar but there was medium rain and it was kind of bumpy during this evolution.after missed approach; we were then vectored back for ILS 4R approach. On a modified downwind we were being vectored around storm clouds heading about 180 when we got a plus 25 to 30 increase in airspeed then a 15-20 decrease. We were clear of clouds and 6 NM from storm depiction on the radar. It originally seemed to be a good heading. We must have gotten some blow off. Again; we never did get any windshear advisories or caution. We continued the vector for ILS 4R to full stop. We reviewed and talked about the importance of missed approach procedures and call outs and verifications. We also talked about tailwinds on approach coupled with ATC speed requests: I wish I would have just said no.

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Original NASA ASRS Text

Title: Air carrier flight crew reported being broken off the approach by ATC due to windshear reported by the aircraft ahead. The next approach resulted in a missed approach due to strong tail winds and an unstable approach. The missed approach altitude was overshot and the airspeed was allowed to get low before recovering to normal.

Narrative: At BANER for ILS 4R to MDW; weather ahead just off final course. MDW Tower said heavy rain and last one through had only light to moderate turbulence. Shortly after; an aircraft six miles ahead said plus/minus 25 knots; so Tower broke us off before we encountered any bad turbulence; NO wind shear advisories. ATC then started vectoring us for ILS 31C. We checked the weather again with ATC and verified landing data was good to go. On final (at about GLEAM) note we have 20-knot tailwind. We confirmed with Tower field conditions (330/9) and five to six miles visibility. ATC asked us to keep 170 until RUNTS; in retrospect; should have told him we needed to configure earlier due to tailwind. Continued in; could see the ground but there was a cloud layer blocking the field. We were configured; but tailwind caused it to take more time than normal; at 1000 ft met parameters; but speed almost immediately came back up; at 900 AGL FO said he was going around. I said I could see the field and noticed he had pulled the nose up and kicked the autopilot to CWS (Control Wheel Steering); he said he couldn't see the field and we called missed approach before 800 AGL.I called Tower and reported missed approach. We started missed approach and let the pitch attitude get too high which led to the airspeed getting low. Twenty degrees nose up was highest I noticed; and we were immediately correcting. We did get one Airspeed Low advisory; but NO Buffett and NO stall warning. During that period we asked Tower what altitude he wanted; he said 2000. Well we were already at 2200; so we had missed our mark. He noticed and then said 2500. We got to 2600 then corrected to 2500. No windshear warnings or storm predictions were on our radar but there was medium rain and it was kind of bumpy during this evolution.After missed approach; we were then vectored back for ILS 4R Approach. On a modified downwind we were being vectored around storm clouds heading about 180 when we got a plus 25 to 30 increase in airspeed then a 15-20 decrease. We were clear of clouds and 6 NM from storm depiction on the radar. It originally seemed to be a good heading. We must have gotten some blow off. Again; we never did get any windshear advisories or caution. We continued the vector for ILS 4R to full stop. We reviewed and talked about the importance of missed approach procedures and call outs and verifications. We also talked about tailwinds on approach coupled with ATC speed requests: I wish I would have just said no.

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.