Narrative:

11/90, I went faster than 250 KTS below 10000'. I busted the high and low end of our assigned altitude. I broke the sterile cockpit rule to speak to my frightened passenger below 10000'. I exceeded the flap speed limitation on the aircraft. Flight left atl for dfw. I briefed by phone with flight control and meteorology about the WX and forecast for dfw. There was an approaching cold front 75 mi west of dfw in a line northeast-southwest. Dallas WX was fog, temperature and dew points about the same. We agreed on about 1.5 hours hold fuel as visibility was in the RVR's for CAT I or ii when we left, with forecast to get worse. Approaching scurry, they began to hold aircraft due to CAT ii. The WX then went to RVR 1000' or less, before we arrived at scurry. A call was made for CAT III aircraft, so we followed in suit behind a few air carrier Z aircraft in front of us. Prior to the 350 degree turn at refil we had a good look at the heavy WX which extended from a point about 25 mi north of the airport, down toward ft worth, and at that time still well west of the 17L final approach course and well to the west of the airport. We were descended to 4000' on the downwind. About 15 mi from the runway, on the downwind, we noted that some red cells were nearing the final about 25 mi out. I instructed my first officer to request a right turn onto final, rather than a left one which might carry us into that WX to the north and west. Approach control obliged by giving us a right turn to all the way around to 250 degrees for an intercept. We were now at flaps 5 degrees and 190 KTS. We had requested the +20 KTS as a buffer since we were getting nearer the cells to the north about 25 mi from the airport. We slightly overshot the final as the controller needed more sep from the ones in front of us. We requested an immediate left intercept heading to stay well clear of that line now about 6-7 mi to our right. During this time, air carrier Z in front of us said the ride was good down the final, but very heavy rain. We were 9.5 DME and were given 3000' and cleared for the approach. We encountered severe turbulence--the INS were hard to read, we appeared to be falling, the airspeed dropped to about 150 KTS as we fell several hundred ft. There was no windshear systems warning. It seemed a long time, but might have only been moments before the airspeed started to creep back to about 200 KTS (still in severe turbulence). Suddenly we were at about 4400' and the airspeed was about 260 KTS as I told first officer to get the flaps up. The wind at the airport shifted and 35R was declared, with visibility at the airport called at 3 mi with light rain. We were offered 35R and followed a couple of air carrier X. The pathfinder broke it off and suggested no one else try due to turbulence. Some time later 31R opened and after a radar look-see, we again followed in line with air carrier Z. About 15 mi out on final, a red cell popped up about 3 mi from the approach end so we aborted the approach and went to hold in the waco area. We had 17.2K left when planes started going in west/O hassle. We were offered 7 or 8 in the stack at scurry which would put us below alternate fuel, so I went to iah.

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Original NASA ASRS Text

Title: ACR WDB CAPT REPORTS PROBLEMS ENCOUNTERED TRYING TO MAKE AN ILS APCH TO DFW IN HEAVY IMC.

Narrative: 11/90, I WENT FASTER THAN 250 KTS BELOW 10000'. I BUSTED THE HIGH AND LOW END OF OUR ASSIGNED ALT. I BROKE THE STERILE COCKPIT RULE TO SPEAK TO MY FRIGHTENED PAX BELOW 10000'. I EXCEEDED THE FLAP SPD LIMITATION ON THE ACFT. FLT LEFT ATL FOR DFW. I BRIEFED BY PHONE WITH FLT CTL AND METEOROLOGY ABOUT THE WX AND FORECAST FOR DFW. THERE WAS AN APCHING COLD FRONT 75 MI W OF DFW IN A LINE NE-SW. DALLAS WX WAS FOG, TEMP AND DEW POINTS ABOUT THE SAME. WE AGREED ON ABOUT 1.5 HRS HOLD FUEL AS VIS WAS IN THE RVR'S FOR CAT I OR II WHEN WE LEFT, WITH FORECAST TO GET WORSE. APCHING SCURRY, THEY BEGAN TO HOLD ACFT DUE TO CAT II. THE WX THEN WENT TO RVR 1000' OR LESS, BEFORE WE ARRIVED AT SCURRY. A CALL WAS MADE FOR CAT III ACFT, SO WE FOLLOWED IN SUIT BEHIND A FEW ACR Z ACFT IN FRONT OF US. PRIOR TO THE 350 DEG TURN AT REFIL WE HAD A GOOD LOOK AT THE HEAVY WX WHICH EXTENDED FROM A POINT ABOUT 25 MI N OF THE ARPT, DOWN TOWARD FT WORTH, AND AT THAT TIME STILL WELL W OF THE 17L FINAL APCH COURSE AND WELL TO THE W OF THE ARPT. WE WERE DSNDED TO 4000' ON THE DOWNWIND. ABOUT 15 MI FROM THE RWY, ON THE DOWNWIND, WE NOTED THAT SOME RED CELLS WERE NEARING THE FINAL ABOUT 25 MI OUT. I INSTRUCTED MY F/O TO REQUEST A RIGHT TURN ONTO FINAL, RATHER THAN A LEFT ONE WHICH MIGHT CARRY US INTO THAT WX TO THE N AND W. APCH CTL OBLIGED BY GIVING US A RIGHT TURN TO ALL THE WAY AROUND TO 250 DEGS FOR AN INTERCEPT. WE WERE NOW AT FLAPS 5 DEGS AND 190 KTS. WE HAD REQUESTED THE +20 KTS AS A BUFFER SINCE WE WERE GETTING NEARER THE CELLS TO THE N ABOUT 25 MI FROM THE ARPT. WE SLIGHTLY OVERSHOT THE FINAL AS THE CTLR NEEDED MORE SEP FROM THE ONES IN FRONT OF US. WE REQUESTED AN IMMEDIATE LEFT INTERCEPT HDG TO STAY WELL CLR OF THAT LINE NOW ABOUT 6-7 MI TO OUR RIGHT. DURING THIS TIME, ACR Z IN FRONT OF US SAID THE RIDE WAS GOOD DOWN THE FINAL, BUT VERY HEAVY RAIN. WE WERE 9.5 DME AND WERE GIVEN 3000' AND CLRED FOR THE APCH. WE ENCOUNTERED SEVERE TURB--THE INS WERE HARD TO READ, WE APPEARED TO BE FALLING, THE AIRSPD DROPPED TO ABOUT 150 KTS AS WE FELL SEVERAL HUNDRED FT. THERE WAS NO WINDSHEAR SYSTEMS WARNING. IT SEEMED A LONG TIME, BUT MIGHT HAVE ONLY BEEN MOMENTS BEFORE THE AIRSPD STARTED TO CREEP BACK TO ABOUT 200 KTS (STILL IN SEVERE TURB). SUDDENLY WE WERE AT ABOUT 4400' AND THE AIRSPD WAS ABOUT 260 KTS AS I TOLD F/O TO GET THE FLAPS UP. THE WIND AT THE ARPT SHIFTED AND 35R WAS DECLARED, WITH VISIBILITY AT THE ARPT CALLED AT 3 MI WITH LIGHT RAIN. WE WERE OFFERED 35R AND FOLLOWED A COUPLE OF ACR X. THE PATHFINDER BROKE IT OFF AND SUGGESTED NO ONE ELSE TRY DUE TO TURB. SOME TIME LATER 31R OPENED AND AFTER A RADAR LOOK-SEE, WE AGAIN FOLLOWED IN LINE WITH ACR Z. ABOUT 15 MI OUT ON FINAL, A RED CELL POPPED UP ABOUT 3 MI FROM THE APCH END SO WE ABORTED THE APCH AND WENT TO HOLD IN THE WACO AREA. WE HAD 17.2K LEFT WHEN PLANES STARTED GOING IN W/O HASSLE. WE WERE OFFERED 7 OR 8 IN THE STACK AT SCURRY WHICH WOULD PUT US BELOW ALTERNATE FUEL, SO I WENT TO IAH.

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.