Narrative:

We were flying sumu to saez. The distance between airfields is about 130 NM. The WX at sumu was excellent. Saez showed a report at XA00Z of scattered clouds. The forecast for our scheduled arrival called for temporary conditions of TRSA with still VMC. Before takeoff WX at saez was checked again and at XB20Z they showed winds at 160 degrees at 6 KTS and 4000 M in thunderstorms with a ceiling of 10000 ft broken. Since the flight was short and there was a possibility of WX at destination; I ensured that the flight attendants and passenger were seated for the 25-30 min flight. After takeoff we could see on radar a cell that had passed saez and another was about 30 mi west of saez. Checking the WX several more times and ATIS; saez never reported anything more than winds less than 10 KTS and VMC. We deviated north of course and we could see about a 30 mi clear area on radar at saez extending from about 5 mi east of the field to about 20 mi west which gave us a clear area to approach the final approach course of 108 degrees from the north (roughly perpendicular) to the final approach course. Approach cleared us to the IAF which we could not accept (it was located under a cell). We told approach that we needed about a 200 degree heading to intercept the final approach course which they approved. We were on a descent from 5000 ft to 4000 ft when we started to pick up moderate turbulence and intermittent heavy rain. We elected then to discontinue the arrival and turn right to a northerly heading to get back in the clear area. In so doing; conditions rapidly deteriorated with turbulence going from moderate to severe for several mins as we climbed and turned out. The precipitation was occasionally intense with some hail. The turbulence and precipitation were so intense that it was difficult to communication and to see the instruments. The plane oversped at least once during the climb out. We leveled at 16000 ft and told approach that we were diverting to sumu. During this maneuver we were following the windshear escape maneuver and we put the ignition to flight. The flight attendants advised that no one was injured but that an aft toilet had come loose in the aft left lavatory. The plane flew well and no apparent problems. Approach and landing at sumu were routine. Postflt inspection revealed that the radome had an indentation of about 4 inches at the very front and peeling and chipping. The rest of the airplane appeared to have some minor dinging from the hail we had encountered.

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Original NASA ASRS Text

Title: B767 FLT CREW ENCOUNTERS SEVERE TURBULENCE AND HAIL WHILE ON APPROACH TO RWY 11 AT SAEZ. FLT CREW DIVERTS TO SUMU FOR AN UNEVENTFUL LANDING IN VFR CONDITIONS.

Narrative: WE WERE FLYING SUMU TO SAEZ. THE DISTANCE BTWN AIRFIELDS IS ABOUT 130 NM. THE WX AT SUMU WAS EXCELLENT. SAEZ SHOWED A RPT AT XA00Z OF SCATTERED CLOUDS. THE FORECAST FOR OUR SCHEDULED ARR CALLED FOR TEMPORARY CONDITIONS OF TRSA WITH STILL VMC. BEFORE TKOF WX AT SAEZ WAS CHKED AGAIN AND AT XB20Z THEY SHOWED WINDS AT 160 DEGS AT 6 KTS AND 4000 M IN TSTMS WITH A CEILING OF 10000 FT BROKEN. SINCE THE FLT WAS SHORT AND THERE WAS A POSSIBILITY OF WX AT DEST; I ENSURED THAT THE FLT ATTENDANTS AND PAX WERE SEATED FOR THE 25-30 MIN FLT. AFTER TKOF WE COULD SEE ON RADAR A CELL THAT HAD PASSED SAEZ AND ANOTHER WAS ABOUT 30 MI W OF SAEZ. CHKING THE WX SEVERAL MORE TIMES AND ATIS; SAEZ NEVER RPTED ANYTHING MORE THAN WINDS LESS THAN 10 KTS AND VMC. WE DEVIATED N OF COURSE AND WE COULD SEE ABOUT A 30 MI CLR AREA ON RADAR AT SAEZ EXTENDING FROM ABOUT 5 MI E OF THE FIELD TO ABOUT 20 MI W WHICH GAVE US A CLR AREA TO APCH THE FINAL APCH COURSE OF 108 DEGS FROM THE N (ROUGHLY PERPENDICULAR) TO THE FINAL APCH COURSE. APCH CLRED US TO THE IAF WHICH WE COULD NOT ACCEPT (IT WAS LOCATED UNDER A CELL). WE TOLD APCH THAT WE NEEDED ABOUT A 200 DEG HDG TO INTERCEPT THE FINAL APCH COURSE WHICH THEY APPROVED. WE WERE ON A DSCNT FROM 5000 FT TO 4000 FT WHEN WE STARTED TO PICK UP MODERATE TURB AND INTERMITTENT HVY RAIN. WE ELECTED THEN TO DISCONTINUE THE ARR AND TURN R TO A NORTHERLY HDG TO GET BACK IN THE CLR AREA. IN SO DOING; CONDITIONS RAPIDLY DETERIORATED WITH TURB GOING FROM MODERATE TO SEVERE FOR SEVERAL MINS AS WE CLBED AND TURNED OUT. THE PRECIP WAS OCCASIONALLY INTENSE WITH SOME HAIL. THE TURB AND PRECIP WERE SO INTENSE THAT IT WAS DIFFICULT TO COM AND TO SEE THE INSTS. THE PLANE OVERSPED AT LEAST ONCE DURING THE CLBOUT. WE LEVELED AT 16000 FT AND TOLD APCH THAT WE WERE DIVERTING TO SUMU. DURING THIS MANEUVER WE WERE FOLLOWING THE WINDSHEAR ESCAPE MANEUVER AND WE PUT THE IGNITION TO FLT. THE FLT ATTENDANTS ADVISED THAT NO ONE WAS INJURED BUT THAT AN AFT TOILET HAD COME LOOSE IN THE AFT L LAVATORY. THE PLANE FLEW WELL AND NO APPARENT PROBS. APCH AND LNDG AT SUMU WERE ROUTINE. POSTFLT INSPECTION REVEALED THAT THE RADOME HAD AN INDENTATION OF ABOUT 4 INCHES AT THE VERY FRONT AND PEELING AND CHIPPING. THE REST OF THE AIRPLANE APPEARED TO HAVE SOME MINOR DINGING FROM THE HAIL WE HAD ENCOUNTERED.

Data retrieved from NASA's ASRS site as of January 2009 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.