Air carrier flight crew reported airspeed exceedance due to wind shear and severe turbulence on final approach. Flight crew completed a go-around; diverted and landed safely.
Synopsis
Air carrier flight crew reported airspeed exceedance due to wind shear and severe turbulence on final approach. Flight crew completed a go-around; diverted and landed safely.
Narrative
We were dispatched to MYR when the weather was forecasted to be the worst at MYR. It had remarks on the release that the wind gusts could exceed our cross wind component. We looked through the FOM and SOP for the wind shear guidance on cross wind winds but couldn't find the tables for dry runway; wet runway; braking action less than good that used to be in the SOP so we felt pressured to go. The severe weather at the time of departure was south and west of MYR so again we had no reason to delay the flight. We knew there was going to be turbulence along the route so we made the FA's remain seated. We were in heavy rain and moderate turbulence for the last 15 minutes of the descent into the MYR area. We were set up for [Runway] 36 and getting vectors to the southeast for a right downwind when we heard another company aircraft go missed approach and get vectored back around. The controller asked him the reason for the go around and all he said was they were unstable. While both of us were getting vectored to final the controller advised that the wind was favoring runway 18 ; that they had 2 minutes of steady wind favoring 18. We ran the numbers again and found we couldn't do 36 so we asked for 18. The other aircraft continued for 36. They made it in but didn't give a pirep . While getting vectored for 18 ATC told us there was extreme precipitation 4 miles to the west and 6 miles to the north of the FAF so we asked for a turn just outside the FAF. We were configured at the marker. At 800 ft we got the wind shear warning and did the escape maneuver and encountered severe turbulence. When I thought we were out of the windshear I asked for recover flaps 2 positive rate gear up. FLch 210 then we hit the wind shift at 2000 ft msl and our airspeed went up 100knts to 285knts the FMS guidance went up to 40 degrees pitch up but to get the 210 knots but I kept the nose about 20 degrees we were in severe turbulence until we got east of the airport by 5 miles or so. We then diverted to ZZZ and landed safely without any injuries. I wrote the airplane up for the severe turbulence and airspeed exceedance. When I was checking the weather before departure I don't recall seeing any weather with tops above FL210 when we landed in ZZZ I checked the weather and saw radar tops were FL340 to FL400 in the MYR area also I was told that passengers who had their cell phones on were receiving emergency alerts for a tornado warning in the MYR area. I think the dispatcher following the flight could have warned us about the weather. Do dispatchers know there is a difference between summertime and wintertime storms due to the sinking of the troposphere? A wintertime storm above 30;000 ft is equivalent to a 45;000 storm? On the flight back from ZZZ to MYR the dispatcher wanted to file us straight through a line of fl340 to fl400 cells. I had to make him plan a different route to avoid all the weather with higher tops.
Second reporter narrative
Flap overspeed on climb out. Wind shear events resulting in flap overspeed.800 AGL - severe turbulence and windshear. Preformed windshear events in order. Then once recovering from windshear; flaps 2 gear up. Then 50 knots gust around 2.5 thousand feet resulting in flap overspeed and in addition exceeding of 250knots under 10k feet. Pilot flying captain reduced thrust out of max thrust and Flch 210 was bugged. Approach was not attempted again and diversion was made to ZZZ.Pilots should attempt to recognize the importance of speed management and importance during windshear events and the likelihood of overspending due to gusts. Reducing power earlier once out of windshear event could have helped with speed management in addition reducing flaps on F bug speed will help with overspeed mitigation.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.