B737-700
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Workload
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Diverted
Airport; Weather
I was the PF (Pilot Flying) on flight (number) from ZZZ1-ZZZ2. On the flight inbound from ZZZ we had continuous moderate turbulence from 10;000 feet to landing. Winds at 6;000 feet were still blowing over 70 kts; so we expected more turbulence on departure. With the departure off Runway XX; the path takes you nearer the mountains the strong winds were blowing over. Sure enough we quickly encountered continuous moderate turbulence again. In the right hand turn the aircraft became fairly difficult to control; even requiring full forward and left control input to maintain acceptable pitch and roll attitudes. My FO (First Officer) and I believe that between 5;000-6;000 feet we experienced a severe 'bump' or 'jolt.' As we got above 10;000 feet the ride improved and we had a little time to discuss how we wanted to report the conditions to ATC. The FAs (Flight Attendants) reported one passenger had a handbag on his lap go up and over to the row behind him and all the coat hangers in the first class closet ended up on the floor. Although we never 'lost control' of the aircraft; the difficulty controlling the aircraft combined with the intense 'bump'; we felt justified reporting it as 'severe.' In fact we felt good if our report caused any other aircraft to avoid those conditions.Then we had to shift our focus to the arrival in ZZZ2. Initially the weather I believe was about 3-5 miles visibility in rain and winds gusting out of the southeast into the 30s. On final we received updated weather of sustained winds over 30 kts gusting to 43 kts at the airport. We briefed the likelihood of turbulence and low level wind shear. The ride in fact deteriorated rapidly below 2;000 feet. I also briefed my FO he could call for a go-around at any time as well. I had planned on flaps 30; but we quickly discussed then switched to flaps 15 as I saw the large fluctuations in airspeed. I kept the autopilot engaged with my hands firmly on the controls. I believe at least twice the auto throttles went to max thrust just to maintain approach speed. Our best estimate is that between 1;00-1;000 feet; we heard 'wind shear' 'go-around;' and executed the wind shear escape maneuver then flew the missed approach out toward ZZZ3. As I got the aircraft safely established on the missed; I transferred the flying duties to the FO. We didn't have the fuel to go to ZZZ4 and we weren't going back to ZZZ1. ZZZ weather wasn't great but was our best option so I made the decision (quickly with dispatch) to divert there before we entered the hold. Fortunately I had a very capable FO and I chose to have him complete the flight as the flying pilot as I continued to manage the overall progression of the flight. We broke out inside ZZZZZ for Runway XY; and we felt very good to be on the ground and at the gate. It was a long and hectic day where on one flight we experienced severe turbulence; wind shear on final approach and a diversion. I am adding the [Report] portion to this report because the FOM states that severe turbulence requires a debrief with the [Chief Pilot]. With so many things happening on that flight; along with figuring out the plan for the rest of the day; considering the weather conditions; our duty time; fatigue; etc.; I never had a debrief with the [Chief Pilot]. I completely missed seeing that requirement in the FOM.This reinforced how serious a business it is flying southeast ZZZ1. I may become more conservative with my fuel requirements for diverts when all of southeast has pretty poor conditions. ZZZ weather can get really bad really quickly. Although it was blowing over 30 kts. with rain we got in fairly easy. It could have easily been very different. Whether due to visibility; ceiling; or turbulence/wind shear; a missed approach at ZZZ was a real possibility. We discussed that scenario prior to descending into ZZZ. We knew we could go missed approach once; then we would have to land the second time no matter what. That is never a situation you wantto be in.As far as the severe turbulence out of ZZZ1; I'm not sure if our situation was avoidable or if possibly a sustained wind (like over 70 kts at 5;000 feet) from a certain direction (out of southeast) should preclude operations off of Runway XX?
B737-700 Captain reported severe turbulence and wind shear conditions necessitating a diversion to an airport with more favorable weather conditions.