Narrative:

As pilot flying; we were on final approach to ILS 30 ZZZ. Winds were called at 320/23g33. There were current reports of significant windshear on final with winds shifting from a tailwind to a headwind. Just below 1;000 feet; the amber windshear warning was displayed on the pfd and shortly after the airspeed increased significantly enough to destabilize the approach and I made the decision to go around. Because of the significant storm sitting in the path of the missed approach procedure we had precoordinated with tower that we would be turning east away from the storm in the event of a go around. During cleanup and climb out with the sudden increase of airspeed the flaps speed limits for flaps 30 were exceeded with a top speed of 173 knots. We were offered an approach to [runway] xxl at ZZZ which we initially accepted but requested to hold so that we could properly set up for the approach while at the same time approach control advised us of the winds (which were still the same) and were out of limits. We elected to hold on the final approach course to the RNAV xxl and wait to see if the storm causing the effects would possibly move out. While holding I asked my relief pilot to coordinate with dispatch if ZZZ1 could be used as our alternate considering that I would need a maintenance flap inspection and I knew that ZZZ1 maintenance personnel were highly experienced with the 767 fleet. We were provided both ZZZ2 and ZZZ1 information. Our filed alternates were ZZZ3 which was in the path of this storm and ZZZ4 which was on the other side of the line of storms. Dispatch was in concurrence and we obtained clearance to ZZZ1. We were subsequently cleared to ZZZZZ4 arrival. After departure from holding; I asked my first officer to declare minimum fuel until landing. We were offered our choice of runways and landed on [runway] xyl. Our parking location given was spot X. We could not locate that on any jepp chart and ended up asking ground control if they could tell us where spot X was. They also did not know where spot X was nor did our ramp control. Ground control eventually found out and gave us taxi instructions to a remote; uncontrolled location on the west side of the airport. We parked the brakes and shut down. I began making DOT announcements; notified [maintenance control] thru dispatch of such; and attempted coordinating with [company] ops for our maintenance needs. No one came to the aircraft or brought airstairs. One hour later; we were assigned gate X (international gate); and had to restart engines and taxi back across the airport. Final parking time after an additional 30 minute [for] jetbridge malfunction was. I continued DOT announcements (excluding the opportunity to deplane because customs and border protection would not clear anyone to leave the aircraft.) coordination was accomplished with maintenance and other [company] ground personnel for us to begin the preflight process to return to ZZZ. As we waited for maintenance sign off; with the cabin temps rising I continued announcement updates trying to coordinate for ground air support. As the 4 hr DOT deadline approached; I was advised by the cabin crew that the passengers in the back of the plane were becoming unruly and angry in the over 80 degree temps. Water services had been made as well as delay snack kits exhausted. The logbook was not here yet and I did not know how much longer; but ground personnel advised that 'it was close'. At that point; we were also approaching our mot and I made the decision to terminate the flight and attempt to deplane the passengers. I continued status announcements awaiting customs and border protection's clearance to deplane. During this additional wait; I was given reports of passengers fainting and children with bloody noses. Not knowing how much longer it would be before release by customs and border protection; I asked the [company] agent to please call for paramedics to tend to the passenger health issues being reported. Customs and border protection released the passengers at approximately 4.5 hours after landing at ZZZ1. Flap over speed was caused by extreme weather anomalies. The DOT exceedance was directly related to inadequate support by ground personnel.

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Original NASA ASRS Text

Title: B767-300ER Captain reported the DOT passenger ground time limit exceeded and a flap over speed..

Narrative: As Pilot Flying; we were on final approach to ILS 30 ZZZ. Winds were called at 320/23G33. There were current reports of significant windshear on final with winds shifting from a tailwind to a headwind. Just below 1;000 feet; the amber WINDSHEAR warning was displayed on the PFD and shortly after the airspeed increased significantly enough to destabilize the approach and I made the decision to go around. Because of the significant storm sitting in the path of the missed approach procedure we had precoordinated with Tower that we would be turning east away from the storm in the event of a go around. During cleanup and climb out with the sudden increase of airspeed the flaps speed limits for flaps 30 were exceeded with a top speed of 173 knots. We were offered an approach to [Runway] XXL at ZZZ which we initially accepted but requested to hold so that we could properly set up for the approach while at the same time approach control advised us of the winds (which were still the same) and were out of limits. We elected to hold on the final approach course to the RNAV XXL and wait to see if the storm causing the effects would possibly move out. While holding I asked my Relief Pilot to coordinate with Dispatch if ZZZ1 could be used as our alternate considering that I would need a maintenance flap inspection and I knew that ZZZ1 maintenance personnel were highly experienced with the 767 fleet. We were provided both ZZZ2 and ZZZ1 information. Our filed alternates were ZZZ3 which was in the path of this storm and ZZZ4 which was on the other side of the line of storms. Dispatch was in concurrence and we obtained clearance to ZZZ1. We were subsequently cleared to ZZZZZ4 arrival. After departure from holding; I asked my First Officer to declare minimum fuel until landing. We were offered our choice of runways and landed on [Runway] XYL. Our parking location given was Spot X. We could not locate that on any JEPP chart and ended up asking Ground Control if they could tell us where Spot X was. They also did not know where Spot X was nor did our Ramp Control. Ground Control eventually found out and gave us taxi instructions to a remote; uncontrolled location on the west side of the airport. We parked the brakes and shut down. I began making DOT announcements; notified [Maintenance Control] thru Dispatch of such; and attempted coordinating with [Company] Ops for our maintenance needs. No one came to the aircraft or brought airstairs. One hour later; we were assigned Gate X (international gate); and had to restart engines and taxi back across the airport. Final parking time after an additional 30 minute [for] jetbridge malfunction was. I continued DOT announcements (excluding the opportunity to deplane because Customs and Border Protection would not clear anyone to leave the aircraft.) Coordination was accomplished with Maintenance and other [Company] ground personnel for us to begin the preflight process to return to ZZZ. As we waited for Maintenance sign off; with the cabin temps rising I continued announcement updates trying to coordinate for ground air support. As the 4 hr DOT deadline approached; I was advised by the cabin crew that the passengers in the back of the plane were becoming unruly and angry in the over 80 degree temps. Water services had been made as well as delay snack kits exhausted. The logbook was not here yet and I did not know how much longer; but ground personnel advised that 'it was close'. At that point; we were also approaching our MOT and I made the decision to terminate the flight and attempt to deplane the passengers. I continued status announcements awaiting Customs and Border Protection's clearance to deplane. During this additional wait; I was given reports of passengers fainting and children with bloody noses. Not knowing how much longer it would be before release by Customs and Border Protection; I asked the [Company] Agent to please call for paramedics to tend to the passenger health issues being reported. Customs and Border Protection released the passengers at approximately 4.5 hours after landing at ZZZ1. Flap over speed was caused by extreme weather anomalies. The DOT exceedance was directly related to inadequate support by Ground Personnel.

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.