Narrative:

Convective activity was in the vicinity as approach vectored us for the ILS runway 18R in VMC. Approaching FAF, we switched to tower and ATC immediately issued a windshear alert due to airport boundary wind conditions. ATC also advised that the preceding aircraft had gained 20 KTS on short final. With our gear still up and flaps at 20 degrees, we elected to discontinue the approach. During the go around, we encountered a brief period of moderate turbulence during which the airspeed may have reached 220 KIAS while at flaps 8 degrees, which slightly exceeds the 215 KT maximum speed limit for flaps 8 degrees. A maintenance write-up was completed and maintenance control notified. A mechanic performed the required inspection. No damage was noted and the aircraft was returned to service. Several items of note: 1) the go around procedure did not go smoothly because: a) the first officer (the PF) was new to the aircraft, B) we very seldom do a real-world go around and whenever we practice the maneuver in the simulator it's always initiated from da/MDA or lower and while fully configured. 2) the flap speed limitations have been lowered 15-20 KTS, depending on flap position. However, the EFIS barber pole that appears on the airspeed tape on the pfd of some of our older aircraft still reflects the higher limiting airspds. So, in our case, it was possible to exceed 215 KTS but still be below the barber pole and therefore not hear the overspd clacker even though you could be as much as 15 KTS above the new flaps 8 degrees or 20 degrees limiting speeds.

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Original NASA ASRS Text

Title: CL65 FLC DOES GAR DUE TO WINDSHEAR ADVISORY.

Narrative: CONVECTIVE ACTIVITY WAS IN THE VICINITY AS APCH VECTORED US FOR THE ILS RWY 18R IN VMC. APCHING FAF, WE SWITCHED TO TWR AND ATC IMMEDIATELY ISSUED A WINDSHEAR ALERT DUE TO ARPT BOUNDARY WIND CONDITIONS. ATC ALSO ADVISED THAT THE PRECEDING ACFT HAD GAINED 20 KTS ON SHORT FINAL. WITH OUR GEAR STILL UP AND FLAPS AT 20 DEGS, WE ELECTED TO DISCONTINUE THE APCH. DURING THE GAR, WE ENCOUNTERED A BRIEF PERIOD OF MODERATE TURB DURING WHICH THE AIRSPD MAY HAVE REACHED 220 KIAS WHILE AT FLAPS 8 DEGS, WHICH SLIGHTLY EXCEEDS THE 215 KT MAX SPD LIMIT FOR FLAPS 8 DEGS. A MAINT WRITE-UP WAS COMPLETED AND MAINT CTL NOTIFIED. A MECH PERFORMED THE REQUIRED INSPECTION. NO DAMAGE WAS NOTED AND THE ACFT WAS RETURNED TO SVC. SEVERAL ITEMS OF NOTE: 1) THE GAR PROC DID NOT GO SMOOTHLY BECAUSE: A) THE FO (THE PF) WAS NEW TO THE ACFT, B) WE VERY SELDOM DO A REAL-WORLD GAR AND WHENEVER WE PRACTICE THE MANEUVER IN THE SIMULATOR IT'S ALWAYS INITIATED FROM DA/MDA OR LOWER AND WHILE FULLY CONFIGURED. 2) THE FLAP SPD LIMITATIONS HAVE BEEN LOWERED 15-20 KTS, DEPENDING ON FLAP POS. HOWEVER, THE EFIS BARBER POLE THAT APPEARS ON THE AIRSPD TAPE ON THE PFD OF SOME OF OUR OLDER ACFT STILL REFLECTS THE HIGHER LIMITING AIRSPDS. SO, IN OUR CASE, IT WAS POSSIBLE TO EXCEED 215 KTS BUT STILL BE BELOW THE BARBER POLE AND THEREFORE NOT HEAR THE OVERSPD CLACKER EVEN THOUGH YOU COULD BE AS MUCH AS 15 KTS ABOVE THE NEW FLAPS 8 DEGS OR 20 DEGS LIMITING SPDS.

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.