Narrative:

I was originally assigned the ILS runway 17L into ZZZ. On vectors to final; ATC advised that the surface winds had swung around and were now 310 degrees at 14 KTS. We asked for vectors for the ILS runway 35R. Our clearance was maintain 3000 ft until established; cleared ILS runway 35R; 170 KTS to OM. The aircraft was configured normally and descent out of 3000 ft was initiated with gear down; flaps 20 degrees. Approaching the OM on GS; I called for flaps 40 degrees; set vref at 126 KTS. Moments later; I noticed that the aircraft was getting high on the GS and that the airspeed had stopped decelerating at about 155 KTS. The autoplt was attempting to drive the nose down to recapture the GS but was not successful. The autothrottles were at idle at this time. I verbalized the situation with the first officer and said 'I didn't like this; we're going around.' (we are now just inside the FAF at about 2300 ft MSL; 1800 ft AGL.) I disconnected the autoplt and autothrottles and began the go around procedure for go around's above 1000 ft AGL. At the same time; another flight that was abeam us on the ILS runway 35L announced that they were 'going around; windshear.' the first officer observed the airspeed increasing rapidly and called out 'windshear.' I immediately began rotating the nose up aggressively and began to add thrust. The flap overspd warning sounded instantly and I pulled the throttles back while maintaining an aggressive nose up attitude. Aircraft confign was not changed until the windshear encounter was over. The airspeed reached approximately 185 KTS maximum during the recovery (a 10 KT overspd at flaps 40 degrees). I cleaned up the aircraft after the windshear encounter ended and continued to climb to 4000 ft MSL to avoid turbulence.

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Original NASA ASRS Text

Title: A300-600 EXPERIENCES WINDSHEAR ON FINAL APCH. PERFORMS GAR.

Narrative: I WAS ORIGINALLY ASSIGNED THE ILS RWY 17L INTO ZZZ. ON VECTORS TO FINAL; ATC ADVISED THAT THE SURFACE WINDS HAD SWUNG AROUND AND WERE NOW 310 DEGS AT 14 KTS. WE ASKED FOR VECTORS FOR THE ILS RWY 35R. OUR CLRNC WAS MAINTAIN 3000 FT UNTIL ESTABLISHED; CLRED ILS RWY 35R; 170 KTS TO OM. THE ACFT WAS CONFIGURED NORMALLY AND DSCNT OUT OF 3000 FT WAS INITIATED WITH GEAR DOWN; FLAPS 20 DEGS. APCHING THE OM ON GS; I CALLED FOR FLAPS 40 DEGS; SET VREF AT 126 KTS. MOMENTS LATER; I NOTICED THAT THE ACFT WAS GETTING HIGH ON THE GS AND THAT THE AIRSPD HAD STOPPED DECELERATING AT ABOUT 155 KTS. THE AUTOPLT WAS ATTEMPTING TO DRIVE THE NOSE DOWN TO RECAPTURE THE GS BUT WAS NOT SUCCESSFUL. THE AUTOTHROTTLES WERE AT IDLE AT THIS TIME. I VERBALIZED THE SITUATION WITH THE FO AND SAID 'I DIDN'T LIKE THIS; WE'RE GOING AROUND.' (WE ARE NOW JUST INSIDE THE FAF AT ABOUT 2300 FT MSL; 1800 FT AGL.) I DISCONNECTED THE AUTOPLT AND AUTOTHROTTLES AND BEGAN THE GAR PROC FOR GAR'S ABOVE 1000 FT AGL. AT THE SAME TIME; ANOTHER FLT THAT WAS ABEAM US ON THE ILS RWY 35L ANNOUNCED THAT THEY WERE 'GOING AROUND; WINDSHEAR.' THE FO OBSERVED THE AIRSPD INCREASING RAPIDLY AND CALLED OUT 'WINDSHEAR.' I IMMEDIATELY BEGAN ROTATING THE NOSE UP AGGRESSIVELY AND BEGAN TO ADD THRUST. THE FLAP OVERSPD WARNING SOUNDED INSTANTLY AND I PULLED THE THROTTLES BACK WHILE MAINTAINING AN AGGRESSIVE NOSE UP ATTITUDE. ACFT CONFIGN WAS NOT CHANGED UNTIL THE WINDSHEAR ENCOUNTER WAS OVER. THE AIRSPD REACHED APPROX 185 KTS MAX DURING THE RECOVERY (A 10 KT OVERSPD AT FLAPS 40 DEGS). I CLEANED UP THE ACFT AFTER THE WINDSHEAR ENCOUNTER ENDED AND CONTINUED TO CLB TO 4000 FT MSL TO AVOID TURB.

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.