Narrative:

While descending into mnmg on the kopal 1A STAR around dando intersection and manua if for the ILS DME runway 10 approach; after having been cleared for the approach; the tower advised our flight that the visibility on the field was now less than 1200 meters with heavy rain on and all around the field. The first officer advised the tower that we required 1200 meters and that we would have to terminate the approach. We were advised to climb to 3000 feet on runway heading and hold at mga VOR. It was approximately at this time that the aircraft entered a violent updraft followed by a violent downdraft. There was yellow and green covering the weather radar screen but no microburst or wind shear alert given. The first officer had his radar in the terrain mode for situational awareness. In my over 30 years of flight time with over 12000 hours alone in the 737 I have never experienced such an extreme up and down almost simultaneously. The autopilot was disengaged to manually fly the aircraft out of the weather and the first officer assisted me in pulling the aircraft into climbing while caught in the downdraft. We had anticipated the ride being turbulent before we began our descent so the flight attendants had completed their service and taken their jump seats well before we encountered any severe weather.we had slowed the aircraft and configured to flaps 1 when we were cleared for the approach. We had not retracted the flaps when we encountered the weather and frankly I'm not certain exactly when I noticed the flaps were still at the 1 position or how fast we were going when I retracted them while working at positioning the aircraft onto the right heading and at the correct altitude. We both believe we were at approximately 280 knots. After recovering the aircraft into a climb we advised the controller that we needed a heading for ZZZZ and a higher altitude. We were cleared to FL190 and direct to on the STAR. We executed the ILS DME approach at ZZZZ and landed without further incident. The aircraft was parked and the flap over speed was reported via ACARS to [maintenance].

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Original NASA ASRS Text

Title: B737 flight crew reported encountering severe weather on approach that resulted in a flap over speed and altitude deviation.

Narrative: While descending into MNMG on the KOPAL 1A STAR around DANDO intersection and MANUA IF for the ILS DME Runway 10 Approach; after having been cleared for the Approach; the Tower advised our flight that the visibility on the field was now less than 1200 meters with heavy rain on and all around the field. The First Officer advised the Tower that we required 1200 meters and that we would have to terminate the approach. We were advised to climb to 3000 feet on runway heading and hold at MGA VOR. It was approximately at this time that the aircraft entered a violent updraft followed by a violent downdraft. There was yellow and green covering the weather radar screen but no microburst or wind shear alert given. The First Officer had his radar in the terrain mode for situational awareness. In my over 30 years of flight time with over 12000 hours alone in the 737 I have never experienced such an extreme up and down almost simultaneously. The autopilot was disengaged to manually fly the aircraft out of the weather and the First Officer assisted me in pulling the aircraft into climbing while caught in the downdraft. We had anticipated the ride being turbulent before we began our descent so the flight attendants had completed their service and taken their jump seats well before we encountered any severe weather.We had slowed the aircraft and configured to Flaps 1 when we were cleared for the Approach. We had not retracted the flaps when we encountered the weather and frankly I'm not certain exactly when I noticed the flaps were still at the 1 position or how fast we were going when I retracted them while working at positioning the aircraft onto the right heading and at the correct altitude. We both believe we were at approximately 280 knots. After recovering the aircraft into a climb we advised the controller that we needed a heading for ZZZZ and a higher altitude. We were cleared to FL190 and direct to on the STAR. We executed the ILS DME Approach at ZZZZ and landed without further incident. The aircraft was parked and the flap over speed was reported via ACARS to [Maintenance].

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.