Narrative:

Flight plan paperwork for this flight showed no alternate airport listed or needed with current weather conditions forecasted in denver. Extra fuel was loaded and listed on the flight plan for possible wind-shear and microbursts. We received an ATC reroute while taxing out for takeoff due to storms and traffic in the midwest. The new route was about 250 miles longer than planned and actually took us closer to the weather forming over texas; colorado; new mexico and kansas.once airborne and closer to denver we received at least 10 different reroutes from ATC. While descending for denver we were instructed to hold southeast of denver. We contacted dispatch and confirmed an alternate plan if we needed one and it was confirmed by dispatch and us that ZZZ would be the alternate airport if we needed to go anywhere. We asked ATC the reason for the hold and they said it was due to go arounds in denver. We briefed the ILS to 34R and discussed our approach speed which would be vref + 20 knots due to wind-shear and reported gusts. Moderate turbulence was encountered on the descent and approach. While being vectored for the approach ATC needed to give us a few more turns due to multiple go-arounds happening. Not once did they mention it was due to microbursts or wind-shear.we were instructed to contact the final approach controller and they vectored us to join the localizer and cleared us for the ILS approach. We configured the aircraft early due to strong tailwinds while descending as well as for the gusts. While on approach I disconnected the autopilot because it was having trouble maintaining the glide slope while staying on speed. We had a momentary flap load relief from flaps 30 to 25. The auto throttles were also disconnected as their performance maintaining speed was inadequate. When we contacted the tower for landing clearance the controller advised us of a wind-shear alert with a 35 knot loss over the runway as well as a microburst alert for 34R. We immediately executed a missed approach and turned to a westerly heading and then subsequently a southerly heading. We retracted the flaps to zero and reengaged the autopilot and auto throttles and speed was selected to about 20 knots faster than clean speed in order to give us some extra time to figure out a plan.the captain assumed the role of pilot flying while I took the role of pilot monitoring. Looking at our fuel and the weather conditions in denver it was agreed upon to divert to ZZZ. While proceeding to ZZZ at 11;000 ft. We encountered severe wind shear which caused an immediate and significant loss of airspeed which activated a momentary stick shaker. Stall recovery maneuver was accomplished immediately with no loss of altitude or further speed. We then increased our speed to 250 knots. A successful and safe landing was accomplished at our alternate of ZZZ.

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Original NASA ASRS Text

Title: B737 flight crew reported momentary stick shaker while being diverted to COS after weather caused a missed approach into DEN.

Narrative: Flight plan paperwork for this flight showed no alternate airport listed or needed with current weather conditions forecasted in Denver. Extra fuel was loaded and listed on the flight plan for possible wind-shear and microbursts. We received an ATC reroute while taxing out for takeoff due to storms and traffic in the Midwest. The new route was about 250 miles longer than planned and actually took us closer to the weather forming over Texas; Colorado; New Mexico and Kansas.Once airborne and closer to Denver we received at least 10 different reroutes from ATC. While descending for Denver we were instructed to hold southeast of Denver. We contacted Dispatch and confirmed an alternate plan if we needed one and it was confirmed by Dispatch and us that ZZZ would be the alternate airport if we needed to go anywhere. We asked ATC the reason for the hold and they said it was due to go arounds in Denver. We briefed the ILS to 34R and discussed our approach speed which would be VREF + 20 knots due to wind-shear and reported gusts. Moderate turbulence was encountered on the descent and approach. While being vectored for the approach ATC needed to give us a few more turns due to multiple go-arounds happening. Not once did they mention it was due to microbursts or wind-shear.We were instructed to contact the final approach controller and they vectored us to join the localizer and cleared us for the ILS approach. We configured the aircraft early due to strong tailwinds while descending as well as for the gusts. While on approach I disconnected the autopilot because it was having trouble maintaining the glide slope while staying on speed. We had a momentary flap load relief from flaps 30 to 25. The auto throttles were also disconnected as their performance maintaining speed was inadequate. When we contacted the tower for landing clearance the controller advised us of a wind-shear alert with a 35 knot loss over the runway as well as a microburst alert for 34R. We immediately executed a missed approach and turned to a westerly heading and then subsequently a southerly heading. We retracted the flaps to zero and reengaged the autopilot and auto throttles and speed was selected to about 20 knots faster than clean speed in order to give us some extra time to figure out a plan.The captain assumed the role of pilot flying while I took the role of pilot monitoring. Looking at our fuel and the weather conditions in Denver it was agreed upon to divert to ZZZ. While proceeding to ZZZ at 11;000 ft. We encountered severe wind shear which caused an immediate and significant loss of airspeed which activated a momentary stick shaker. Stall recovery maneuver was accomplished immediately with no loss of altitude or further speed. We then increased our speed to 250 knots. A successful and safe landing was accomplished at our alternate of ZZZ.

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.