Directed by dfw ATCT local controller to go around account traffic on the runway, flight crew of B73...

Attributes
ACN	609707
Time
Date	200402
Day	Sun
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dfw.airport
State Reference	TX
Altitude	msl bound lower : 1007 msl bound upper : 5000
Environment
Weather Elements	Turbulence Windshear
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : d10.tracon tower : dfw.tower
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : intermediate altitude descent : approach landing : go around
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
ASRS Report	609707
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
ASRS Report	609834
Events
Anomaly	conflict : airborne less severe inflight encounter : turbulence inflight encounter : weather other anomaly other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : pws
Resolutory Action	controller : issued advisory controller : issued new clearance flight crew : executed go around flight crew : diverted to another airport flight crew : regained aircraft control flight crew : exited adverse environment
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance Weather ATC Human Performance Airport
Primary Problem	Weather

Narrative:

During approach to runway 17L at dfw, we were stabilized on approach, on final, and in a safe position to land. We were on glide path, on course and on speed. The tower directed a go around at approximately 400-500 ft AGL. We had the runway environment in sight and were in a position to accomplish a normal landing. Our runway was reporting steady state winds down the runway at 24 KTS as best as we can remember. We were told the reason the tower directed the go around was because of an aircraft still on the runway. Our instructions were to turn left to a heading 150 degrees and climb to 2000 ft. We were established on the heading climbing through approximately 1500 ft when we encountered severe turbulence and the predictive windshear warning. The warning almost instantly turned into an actual windshear. The system on the B737 functioned just as it was published and taught in the simulators. All of the WX was showing west of our position when we were on final approach. On the radar only rain and no cells in our missed approach path were viewed. The line of WX was west of the field. Using SOP's for windshear, we announced escape and the first officer completed the procedure flawlessly. We were unable to control altitude due to the severe turbulence and finally escaped above 5000 ft. I did notify the ATC of our situation, encountering both windshear and severe turbulence. Control of the aircraft became our primary focus at this point. Once stabilized in the climb, we contacted ATC and dispatch. The speed variations were extreme. Upon landing at our divert, shv, the aircraft was plugged by maintenance personnel and we were told that no aircraft parameters were surpassed. This event was equal to or greater in complexity to any event given me in a simulator. There were no injuries. One lady was checked by paramedics in shv upon landing. She had previous heart problems, and I had her checked and she signed a release form.

Original NASA ASRS Text

Title: DIRECTED BY DFW ATCT LCL CTLR TO GO AROUND ACCOUNT TFC ON THE RWY, FLT CREW OF B737-800 ENCOUNTER SEVERE WINDSHEAR AND TURB. DIVERT TO SHV.

Narrative: DURING APCH TO RWY 17L AT DFW, WE WERE STABILIZED ON APCH, ON FINAL, AND IN A SAFE POS TO LAND. WE WERE ON GLIDE PATH, ON COURSE AND ON SPD. THE TWR DIRECTED A GAR AT APPROX 400-500 FT AGL. WE HAD THE RWY ENVIRONMENT IN SIGHT AND WERE IN A POS TO ACCOMPLISH A NORMAL LNDG. OUR RWY WAS RPTING STEADY STATE WINDS DOWN THE RWY AT 24 KTS AS BEST AS WE CAN REMEMBER. WE WERE TOLD THE REASON THE TWR DIRECTED THE GAR WAS BECAUSE OF AN ACFT STILL ON THE RWY. OUR INSTRUCTIONS WERE TO TURN L TO A HDG 150 DEGS AND CLB TO 2000 FT. WE WERE ESTABLISHED ON THE HDG CLBING THROUGH APPROX 1500 FT WHEN WE ENCOUNTERED SEVERE TURB AND THE PREDICTIVE WINDSHEAR WARNING. THE WARNING ALMOST INSTANTLY TURNED INTO AN ACTUAL WINDSHEAR. THE SYS ON THE B737 FUNCTIONED JUST AS IT WAS PUBLISHED AND TAUGHT IN THE SIMULATORS. ALL OF THE WX WAS SHOWING W OF OUR POS WHEN WE WERE ON FINAL APCH. ON THE RADAR ONLY RAIN AND NO CELLS IN OUR MISSED APCH PATH WERE VIEWED. THE LINE OF WX WAS W OF THE FIELD. USING SOP'S FOR WINDSHEAR, WE ANNOUNCED ESCAPE AND THE FO COMPLETED THE PROC FLAWLESSLY. WE WERE UNABLE TO CTL ALT DUE TO THE SEVERE TURB AND FINALLY ESCAPED ABOVE 5000 FT. I DID NOTIFY THE ATC OF OUR SIT, ENCOUNTERING BOTH WINDSHEAR AND SEVERE TURB. CTL OF THE ACFT BECAME OUR PRIMARY FOCUS AT THIS POINT. ONCE STABILIZED IN THE CLB, WE CONTACTED ATC AND DISPATCH. THE SPD VARIATIONS WERE EXTREME. UPON LNDG AT OUR DIVERT, SHV, THE ACFT WAS PLUGGED BY MAINT PERSONNEL AND WE WERE TOLD THAT NO ACFT PARAMETERS WERE SURPASSED. THIS EVENT WAS EQUAL TO OR GREATER IN COMPLEXITY TO ANY EVENT GIVEN ME IN A SIMULATOR. THERE WERE NO INJURIES. ONE LADY WAS CHKED BY PARAMEDICS IN SHV UPON LNDG. SHE HAD PREVIOUS HEART PROBS, AND I HAD HER CHKED AND SHE SIGNED A RELEASE FORM.

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.

Directed by dfw ATCT local controller to go around account traffic on the runway, flight crew of B737-800 encounter severe windshear and turbulence. Divert to shv.