Narrative:

We got the current ATIS information; which was reporting low overcast skies and winds 190/27 gusting to 42 KTS; the ILS to 19 was in use. We briefed the approach and added a wind additive of 20 KTS to vref. I called the flight attendants and told them that I wanted them to secure the cabin early and take their seats as I was expecting a rough ride in. Shortly thereafter we began being vectored for the approach. We asked ATC if other aircraft were getting in ok; they said that they had not had anyone land recently but the last aircraft (about 1 hour earlier) did land ok. On the approach we encountered moderate turbulence and at approximately 800 ft we heard 'go-around windshear ahead; go-around windshear ahead'; on the overhead speakers; I immediately executed a go-around and we encountered a very aggressive windsheer. It was violent; at that point we encountered severe turbulence as well. Once we were clear of the windsheer we cleaned up the aircraft and notified ATC of our encounter and go-around.ATC began to vector us and asked what our intentions were. I told the co-pilot to tell them we were not going to do another approach into ZZZ; we asked them what ZZZ1 weather was; just then another flight checked on to the frequency and said they had just gone around in ZZZ1 due to windshear. ZZZ1 was out of the question in my mind as an alternate at that point. We asked for the weather in ZZZ2; it was about the same as ZZZ but no windsheer had been reported so we requested to divert to ZZZ2. Enroute; I called back to the flight attendants to make sure everyone was ok and quickly explained what had happened and where we were going. I told them that we were ok and that we would be on the ground in about 10 minutes; I also told them to stay in their seats. I then made a quick PA to the passengers advising them of the situation and our intentions. My copilot sent a divert message via ACARS to the company. We received a few vectors then landed into ZZZ2 without incident. Once on the ground and clear of the runway in ZZZ2 I stopped the aircraft called back to the flight attendants to again make sure everyone was ok; evidently the two flight attendants in the back were getting sick and were pretty upset. I made a PA to the passengers and told them that we were on the ground in ZZZ2 and would have them to the gate shortly where customer service would be able to give them more details on getting them back to ZZZ. Once at the gate we finally were able to get the passengers off the plane. I was told by operations that the weather should push through in 3 to 4 hours then we could be underway. I decided to gather my crew in first class to see how everyone was doing. The general consensus was not good. The flight attendants were all pretty upset; I was told that the two in the back were pretty sick; and very scared. The two up front were notably concerned and shaken. My co-pilot indicated that he felt shaken and did not feel comfortable with continuing. I agreed. The human factor and fatigue issues clearly made this aircraft unsafe to operate in our eyes. I voiced my concerns with my chief pilot and he was very supportive. I informed him that my crew and I had experienced very difficult event and were going to shut the flight down due to crew fatigue. I asked for some hotel rooms my crew and myself which the duty manager and his team kindly provided us. We then left the airport for the hotel to get some much-needed rest and to decompress. Upon returning; about 9 hours later; we got the aircraft ready to go and boarded the remaining passengers to take back to ZZZ. As we taxied out for takeoff the wingbody overheat light illuminated. After running the QRH we spoke to maintenance control and was instructed to return to the gate. After about an hour; maintenance placarded the left bleed and pack inoperative and released us to ZZZ. Once again we taxied out; and this time took off. After takeoff we were cleared to climb to 15;000 ft; as we passed through about 7;000 ft my ears didn't feel right; I look up at the pressurization panel and saw that the automatic and altn pressurization modes had failed. I told my co-pilot to tell ATC that we wanted to level at 10;000 ft while we dealt with the pressurization issue. My co-pilot ran the QRH and controlled the out flow valve manually. We continued to ZZZ and landed uneventfully. Once at the gate and; after a hand full of write-ups we handed the aircraft over to maintenance. My co-pilot and I were still scheduled to fly another leg; which was already boarded and waiting on us so we ran for our next flight; which was uneventful. My co-pilot and crew did an excellent job under very difficult circumstances and should be commended for their professionalism.

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Original NASA ASRS Text

Title: B737 Captain reports receiving a windshear warning at 800 FT during approach and goes around. Severe turbulence and windshear are encountered during the go around. With nearby airports also reporting windshear the crew elects to divert to an airport not reporting windshear and take crew rest. After resting pressurization faults are reported on the short flight to the original destination.

Narrative: We got the current ATIS information; which was reporting low overcast skies and winds 190/27 gusting to 42 KTS; the ILS to 19 was in use. We briefed the approach and added a wind additive of 20 KTS to VREF. I called the flight attendants and told them that I wanted them to secure the cabin early and take their seats as I was expecting a rough ride in. Shortly thereafter we began being vectored for the approach. We asked ATC if other aircraft were getting in OK; they said that they had not had anyone land recently but the last aircraft (about 1 hour earlier) did land OK. On the approach we encountered moderate turbulence and at approximately 800 FT we heard 'Go-Around Windshear Ahead; Go-Around Windshear Ahead'; on the overhead speakers; I immediately executed a go-around and we encountered a very aggressive windsheer. It was violent; at that point we encountered severe turbulence as well. Once we were clear of the windsheer we cleaned up the aircraft and notified ATC of our encounter and go-around.ATC began to vector us and asked what our intentions were. I told the co-pilot to tell them we were not going to do another approach into ZZZ; we asked them what ZZZ1 weather was; just then another flight checked on to the frequency and said they had just gone around in ZZZ1 due to windshear. ZZZ1 was out of the question in my mind as an alternate at that point. We asked for the weather in ZZZ2; it was about the same as ZZZ but no windsheer had been reported so we requested to divert to ZZZ2. Enroute; I called back to the flight attendants to make sure everyone was OK and quickly explained what had happened and where we were going. I told them that we were OK and that we would be on the ground in about 10 minutes; I also told them to stay in their seats. I then made a quick PA to the passengers advising them of the situation and our intentions. My copilot sent a divert message via ACARS to the Company. We received a few vectors then landed into ZZZ2 without incident. Once on the ground and clear of the runway in ZZZ2 I stopped the aircraft called back to the flight attendants to again make sure everyone was OK; evidently the two flight attendants in the back were getting sick and were pretty upset. I made a PA to the passengers and told them that we were on the ground in ZZZ2 and would have them to the gate shortly where customer service would be able to give them more details on getting them back to ZZZ. Once at the gate we finally were able to get the passengers off the plane. I was told by OPS that the weather should push through in 3 to 4 hours then we could be underway. I decided to gather my crew in first class to see how everyone was doing. The general consensus was Not Good. The flight attendants were all pretty upset; I was told that the two in the back were pretty sick; and very scared. The two up front were notably concerned and shaken. My co-pilot indicated that he felt shaken and did not feel comfortable with continuing. I agreed. The human factor and fatigue issues clearly made this aircraft unsafe to operate in our eyes. I voiced my concerns with my Chief Pilot and he was very supportive. I informed him that my crew and I had experienced very difficult event and were going to shut the flight down due to crew fatigue. I asked for some hotel rooms my crew and myself which the duty manager and his team kindly provided us. We then left the airport for the hotel to get some much-needed rest and to decompress. Upon returning; about 9 hours later; we got the aircraft ready to go and boarded the remaining passengers to take back to ZZZ. As we taxied out for takeoff the WINGBODY OVERHEAT light illuminated. After running the QRH we spoke to Maintenance Control and was instructed to return to the gate. After about an hour; Maintenance placarded the left bleed and pack INOP and released us to ZZZ. Once again we taxied out; and this time took off. After takeoff we were cleared to climb to 15;000 FT; as we passed through about 7;000 FT my ears didn't feel right; I look up at the pressurization panel and saw that the AUTO and ALTN pressurization modes had failed. I told my co-pilot to tell ATC that we wanted to level at 10;000 FT while we dealt with the pressurization issue. My co-pilot ran the QRH and controlled the out flow valve manually. We continued to ZZZ and landed uneventfully. Once at the gate and; after a hand full of write-ups we handed the aircraft over to Maintenance. My co-pilot and I were still scheduled to fly another leg; which was already boarded and waiting on us so we ran for our next flight; which was uneventful. My co-pilot and crew did an excellent job under very difficult circumstances and should be commended for their professionalism.

Data retrieved from NASA's ASRS site as of July 2013 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.