Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Flight Crew Regained Aircraft Control; Flight Crew Executed Go Around / Missed Approach
Weather; Aircraft
ATC issued Aircraft X a clearance for the visual approach Runway XX in ZZZ; use caution; fast moving rain storm is approaching field at a fast rate. We accepted the clearance and the Pilot Flying disconnected the autopilot in a turn from downwind to base for Runway XX. We continued a gradual descent inside of the FAF. As the Pilot Flying began his turn from base to final; the PM (Pilot Flying) advised the PF (Pilot Flying) it did not appear we were going to be able to continue the approach because visibility was diminishing rapidly. ATC issued a low altitude alert for Aircraft X. I checked our altitude and we were passing 1;300 feet inside of ZZZZZ continuing the gradual turn to final. As the PM I told the PF that we need to go-around because the rain front had moved over the field and I no longer had the airport or landing runway insight. The PF continued the turn to final and gradually arrested the descent; then called for Go-Around TOGO. As we began the climb and configuration change the airplane went into the rain front and we experienced moderate turbulence followed by an upward wind shear that caused the plane to rapidly ascent at over 5000 FPM. At this point we had configured to flaps 1 on our go-around procedure; but stopped configuration change when we experienced the upward wind shear. The shear caused us to pass our level off altitude of 3000 by 1200 ft. and a flap over speed warning. As the PF regained control of the airplane caused by weather and wind shear; we began a decent back to our missed approach altitude. We continued the configuration clean up on our go around and after takeoff checklist. At the same time this was all happening the PM notified ATC of the upward wind shear causing a loss of control to maintain altitude and stated our intent to return to our assigned missed approach altitude. ATC vectored us around; then through the line of rain storms to begin an ILS approach from the backside of the storm front. We then proceeded with a clearance from ATC for the ILS XY into ZZZ and landed without further incident.Cause - Fast moving thin band of rain showers and poor radar equipment installed on aircraft.The crew reacted accordingly within SOPs; maneuvers and procedures when confronted with a go-around and wind shear event.Suggestions - I believe that if we had more information as to the severity of the storm. A better working on board radar that depicted the storm front; we should have held off from doing any approach until the frontal storm had passed. I would have suggested a hold at a higher altitude.
We were trying to land ahead of a storm front. We went around at 800 ft. During the go around we encountered a windshear and quickly accelerated to 245 kts. We exceeded flaps 1 speed by 15 kts. We then returned; landed uneventfully and made an appropriate AML entry.We encountered the gust front sooner than anticipated.  And the gust front was stronger as we climbed.
Air carrier flight crew reported poor radar equipment failed to indicate the severity of weather resulted in wind shear encounter and temporary loss of vertical control.