A321
Flight Crew Air Transport Pilot (ATP)
Workload; Human-Machine Interface; Situational Awareness
Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Took Evasive Action
Weather
On vectors for approach...Tower reported previous aircraft reported a plus 20 knot increase on final. Fully configured; inside of ZZZZZ [Waypoint] approximately 1200 feet; encountered a plus 40 knot increase in airspeed with an ascent. I executed a go-around. No predicative wind shear indications. It seemed like immediately on the go-around we encountered severe turbulence. I directed the First Officer to tell ATC we needed an immediate right turn. Thunderstorms were painting about 10 miles north of the field at the time of the approach and I suspected that was the cause. ATC gave us a heading but I did not think it was enough. Keep in mind this was all happening very fast. I wanted a 180 degree turn away from the storms.... All this while in severe turbulence. The jet was shaking so violently I could not read the airspeed; altitude or heading. I could see the red and amber in the airspeed indicator and the blue on the HSI. Again; this was all occurring simultaneously; the autopilot kicked off. I had a handful of airplane and could not read the instruments. I tried to reengage the autopilot 2 or 3 times but it continued to kick off. The airspeed during all of this; as best I could tell; seemed to go from the red to the amber; over speed to low speed and back rapidly. Also had rapid; uncommanded; pitch and roll. I don't really know how long it lasted but I would guess 2 or 3 minutes. After we were out of the turbulence and had the jet under control ATC vectored us back around for another approach. I asked if other airplanes got in after us. Not sure if I asked the First Officer or ATC. I was trying to clear my mind after what just happened but I don't think I was successful. I was thinking get this thing on the ground. Somewhere on final encountered the moderate to severe turbulence again and broke out to the right and started heading south again. Made the decision to divert.... I had over 12;000 lbs. of fuel so was not concerned about that.... No time to consult with dispatch; but did call enroute. Landed uneventfully. As we were being vectored for the approach the runway and airport was in the clear. I could see it all just fine. We were painting the storms north of the field but the other aircraft ahead of us were getting in. With the exception of the report of a 20 knot gain by the previous jet there were no indications of a real threat. It all happened suddenly and for the most part unexpectedly. I was aware of the potential for wind shear and was thinking about the possibility. I called dispatch prior to leaving to ask about the weather and was told it should pass [destination] to the north. The alternate was a 'just in case.' I'm still not sure what we encountered. Was it a microburst? Blow off from the storms just north of the field? I don't know.
At approximately 600 feet AGL; the airspeed began to increase; consistent with a strong gust. As the airspeed continued to increase approximately 40 knots above planned VREF; the Captain initiated a go-around. Turbulence was encountered in the climb as we configured the aircraft; and gradually worsened as we climbed and proceeded over the field and northeast of the field. With the proximity of the storm cells north of the field; we requested a vector to the right away from the weather. At that time; the line was still north; extending northeast; so ATC gave us a 020 heading. During this time; the turbulence had increased to severe; and it was difficult to see the instruments or manipulate the FCU; and the Captain attempted to utilize the autopilot but it kicked offline. We asked for and received a vector further right to 040; and when it was apparent this was not enough; we told ATC that a vector directly away from the line was required. ATC provided a 090 vector; and at this time; while at 5;000 feet we were in and out of the bottom of the clouds; still experiencing severe turbulence. ATC gave us a vector to 170 and the turbulence died down and the ride south of the field was smooth. Aircraft were still being vectored to final; and I considered that the airspeed increase may have been due to a gust front.
A321 flight crew reported encountering windshear on approach with no predictive windshear indication and then severe turbulence on the go-around with thunderstorms in the vicinity.