Narrative:

After numerous rertes; it became apparent a change of planned alternates would be necessary. The original alternate came into question as ATC advised us that holding was imminent; dispatch was notified and the captain and I began to discuss possible revised alternates. We both agreed after reviewing the terminal forecast ZZZ looked suitable. Dispatch was contacted and with their concurrence ZZZ was the new alternate. As it turned out holding was not necessary but instead we were given yet another rerte which would bring us farther north on the arrival to avoid a WX system that was moving quickly northeast and impacting the arrival. As we turned inbound on the arrival from the northeast; we began to get a good visual on the WX system that had been plaguing us for most of our trip thus far. As we proceeded inbound dispatch suggested ZZZ1 as a possible alternate; we checked the terminal forecast and it looked favorable. At this point we could see ZZZ and it became apparent ZZZ would be impacted by the WX system sooner than forecast. We advised dispatch ZZZ1 looked good as an alternate. The captain asked that I look up the landing data for runway at ZZZ1. I looked up the hourly WX on ACARS and the WX looked adequate. As we neared destination; the winds aloft became more erratic. On approach as we began to configure; a momentary flap overspeed (less than 5 KTS) caused by a strong gust occurred. On final approach; we noted increasingly gusty conditions and the captain reiterated the windshear recovery and missed approach procedures. On touchdown of the upwind tire; we were hit by a very strong gust from the north and the captain without hesitation initiated a textbook go around. ATC gave us an immediate right turn; we had WX painting well to the north but soon found ourselves in continuous moderate; occasional severe turbulence caused by what we believe to have been the gust front preceding the WX. ATC vectored us around for 1 more approach but; after enduring reported turbulence for 10-12 mins and not seeing the conditions improve; the captain made the decision to divert to ZZZ1. Things happened quickly; I checked the WX and notified dispatch. The tower at ZZZ1 was closed so I made the appropriate traffic calls as the captain lined up for runway and landed safely (applause was heard from cabin). I have read the captain's report and agree with his editorial on the specifics of what happened on the ground in ZZZ1. I might reiterate as this unfortunate situation unraveled we continually asked ourselves is there anything else we could do for the customers that we weren't already attempting to do. The captain's credibility with the passenger eroded as time after time estimates of the busses' arrival came and went. It took 5 hours from the time the captain made the call for bus transportation and the time they actually arrived. I thought the captain did a very nice job of keeping his composure as we were repeatedly lied to about the whereabouts of the busses and their ETA. It is unconscionable the rhetoric we were told regarding estimations on arrival times for the busses. Once the busses did arrive; I believe the process went very well; the agents did what they could to calm the passenger and appeared very professional. The loading of all passenger and bags took very little time (in large part thanks to the 2 gentlemen working at the FBO). The captain delegated the ground operation responsibility to me while he stayed on the aircraft and did whatever necessary to facilitate the process. I had many people come up and with a handshake thank us for getting them on the ground safely.

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Original NASA ASRS Text

Title: A320 FLT CREW REPORTS GAR AFTER TOUCHDOWN DUE TO STRONG CROSSWIND GUST. FLIGHT DIVERTS TO ALTERNATE.

Narrative: AFTER NUMEROUS RERTES; IT BECAME APPARENT A CHANGE OF PLANNED ALTERNATES WOULD BE NECESSARY. THE ORIGINAL ALTERNATE CAME INTO QUESTION AS ATC ADVISED US THAT HOLDING WAS IMMINENT; DISPATCH WAS NOTIFIED AND THE CAPT AND I BEGAN TO DISCUSS POSSIBLE REVISED ALTERNATES. WE BOTH AGREED AFTER REVIEWING THE TERMINAL FORECAST ZZZ LOOKED SUITABLE. DISPATCH WAS CONTACTED AND WITH THEIR CONCURRENCE ZZZ WAS THE NEW ALTERNATE. AS IT TURNED OUT HOLDING WAS NOT NECESSARY BUT INSTEAD WE WERE GIVEN YET ANOTHER RERTE WHICH WOULD BRING US FARTHER N ON THE ARR TO AVOID A WX SYS THAT WAS MOVING QUICKLY NE AND IMPACTING THE ARR. AS WE TURNED INBOUND ON THE ARR FROM THE NE; WE BEGAN TO GET A GOOD VISUAL ON THE WX SYS THAT HAD BEEN PLAGUING US FOR MOST OF OUR TRIP THUS FAR. AS WE PROCEEDED INBOUND DISPATCH SUGGESTED ZZZ1 AS A POSSIBLE ALTERNATE; WE CHKED THE TERMINAL FORECAST AND IT LOOKED FAVORABLE. AT THIS POINT WE COULD SEE ZZZ AND IT BECAME APPARENT ZZZ WOULD BE IMPACTED BY THE WX SYS SOONER THAN FORECAST. WE ADVISED DISPATCH ZZZ1 LOOKED GOOD AS AN ALTERNATE. THE CAPT ASKED THAT I LOOK UP THE LNDG DATA FOR RWY AT ZZZ1. I LOOKED UP THE HOURLY WX ON ACARS AND THE WX LOOKED ADEQUATE. AS WE NEARED DEST; THE WINDS ALOFT BECAME MORE ERRATIC. ON APCH AS WE BEGAN TO CONFIGURE; A MOMENTARY FLAP OVERSPEED (LESS THAN 5 KTS) CAUSED BY A STRONG GUST OCCURRED. ON FINAL APCH; WE NOTED INCREASINGLY GUSTY CONDITIONS AND THE CAPT REITERATED THE WINDSHEAR RECOVERY AND MISSED APCH PROCS. ON TOUCHDOWN OF THE UPWIND TIRE; WE WERE HIT BY A VERY STRONG GUST FROM THE N AND THE CAPT WITHOUT HESITATION INITIATED A TEXTBOOK GAR. ATC GAVE US AN IMMEDIATE R TURN; WE HAD WX PAINTING WELL TO THE N BUT SOON FOUND OURSELVES IN CONTINUOUS MODERATE; OCCASIONAL SEVERE TURB CAUSED BY WHAT WE BELIEVE TO HAVE BEEN THE GUST FRONT PRECEDING THE WX. ATC VECTORED US AROUND FOR 1 MORE APCH BUT; AFTER ENDURING RPTED TURB FOR 10-12 MINS AND NOT SEEING THE CONDITIONS IMPROVE; THE CAPT MADE THE DECISION TO DIVERT TO ZZZ1. THINGS HAPPENED QUICKLY; I CHKED THE WX AND NOTIFIED DISPATCH. THE TWR AT ZZZ1 WAS CLOSED SO I MADE THE APPROPRIATE TFC CALLS AS THE CAPT LINED UP FOR RWY AND LANDED SAFELY (APPLAUSE WAS HEARD FROM CABIN). I HAVE READ THE CAPT'S RPT AND AGREE WITH HIS EDITORIAL ON THE SPECIFICS OF WHAT HAPPENED ON THE GND IN ZZZ1. I MIGHT REITERATE AS THIS UNFORTUNATE SITUATION UNRAVELED WE CONTINUALLY ASKED OURSELVES IS THERE ANYTHING ELSE WE COULD DO FOR THE CUSTOMERS THAT WE WEREN'T ALREADY ATTEMPTING TO DO. THE CAPT'S CREDIBILITY WITH THE PAX ERODED AS TIME AFTER TIME ESTIMATES OF THE BUSSES' ARR CAME AND WENT. IT TOOK 5 HRS FROM THE TIME THE CAPT MADE THE CALL FOR BUS TRANSPORTATION AND THE TIME THEY ACTUALLY ARRIVED. I THOUGHT THE CAPT DID A VERY NICE JOB OF KEEPING HIS COMPOSURE AS WE WERE REPEATEDLY LIED TO ABOUT THE WHEREABOUTS OF THE BUSSES AND THEIR ETA. IT IS UNCONSCIONABLE THE RHETORIC WE WERE TOLD REGARDING ESTIMATIONS ON ARR TIMES FOR THE BUSSES. ONCE THE BUSSES DID ARRIVE; I BELIEVE THE PROCESS WENT VERY WELL; THE AGENTS DID WHAT THEY COULD TO CALM THE PAX AND APPEARED VERY PROFESSIONAL. THE LOADING OF ALL PAX AND BAGS TOOK VERY LITTLE TIME (IN LARGE PART THANKS TO THE 2 GENTLEMEN WORKING AT THE FBO). THE CAPT DELEGATED THE GND OP RESPONSIBILITY TO ME WHILE HE STAYED ON THE ACFT AND DID WHATEVER NECESSARY TO FACILITATE THE PROCESS. I HAD MANY PEOPLE COME UP AND WITH A HANDSHAKE THANK US FOR GETTING THEM ON THE GND SAFELY.

Data retrieved from NASA's ASRS site as of May 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.