When they had to reject their landing on runway 32L due to gusty crosswinds and windshear the flight...

Narrative:

We encountered downdraft/[windshear] on short final to runway 32R and initiated a go-around after touchdown occurred. Winds were 240/24g31 and 32R was only runway open. After the go-around; as fuel remaining was becoming a factor; runway 27L was opened.we were vectored to [runway] 27L and on a four mile final an airspeed difference of 18 KTS was noted between the captain's and first officer's asis. The standby asi indicated the first officer's was correct; an analysis confirmed by the aoa indicator in the HUD. Then the sel el feel man and flap lim ovrd lights illuminated at 300 AGL. Fuel remaining indicated 16.8. We elected to continue the approach with airspeed call outs due to critical fuel state and less than ideal conditions at our alternate; mke. Uneventful landing runway 27L; during conditions like we encountered; (high crosswinds and visibility restricted due to rain) the airport should be using an active runway more aligned with the wind when one is available. The opening of [runway] 27L within 10 minutes suggests to me that it was available.just a quick note on duty status: the first officer was pilot flying on first approach and the captain flew the second.

Original NASA ASRS Text

Title: When they had to reject their landing on Runway 32L due to gusty crosswinds and windshear the flight crew of an DC-10 declared minimum fuel and requested a runway into the wind for their second; and successful approach.

Narrative: We encountered downdraft/[windshear] on short final to Runway 32R and initiated a go-around after touchdown occurred. Winds were 240/24G31 and 32R was only runway open. After the go-around; as fuel remaining was becoming a factor; Runway 27L was opened.We were vectored to [Runway] 27L and on a four mile final an airspeed difference of 18 KTS was noted between the Captain's and First Officer's ASIs. The standby ASI indicated the First Officer's was correct; an analysis confirmed by the AOA indicator in the HUD. Then the SEL EL FEEL MAN and FLAP LIM OVRD lights illuminated at 300 AGL. Fuel remaining indicated 16.8. We elected to continue the approach with airspeed call outs due to critical fuel state and less than ideal conditions at our alternate; MKE. Uneventful landing Runway 27L; during conditions like we encountered; (high crosswinds and visibility restricted due to rain) the airport should be using an active runway more aligned with the wind when one is available. The opening of [Runway] 27L within 10 minutes suggests to me that it was available.Just a quick note on duty status: The First Officer was pilot flying on first approach and the Captain flew the second.

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.

Attributes
ACN	1083592
Time
Date	201304
Local Time Of Day	0001-0600
Place
Locale Reference	ORD.Airport
State Reference	IL
Environment
Light	Night
Aircraft 1
Make Model Name	DC-10 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Landing
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Not Flying First Officer
Events
Anomaly	ATC Issue All Types Aircraft Equipment Problem Critical Inflight Event / Encounter Fuel Issue Inflight Event / Encounter Loss Of Aircraft Control Inflight Event / Encounter Weather / Turbulence

When they had to reject their landing on runway 32L due to gusty crosswinds and windshear the flight crew of an dc-10 declared minimum fuel and requested a runway into the wind for their second; and successful approach.