Narrative:

Arriving slc from over ogden, on vectors for a visual approach, ILS/DME backup runway 16 slc. Slc airport and runway 16 were visible from greater than 20 mi. Radar indicated significant WX east through south of the airport. Lightning cloud to cloud and cloud to ground was distantly visible. Included in our approach brief was our acknowledgement of the deteriorating WX and our plan to abandon the approach to the west, in the direction of the published missed approach, lowest terrain, and best WX, if either pilot felt any concern. After being cleared for the approach and intercepting the GS, the published missed approach altitude of 9000 ft was put in the mode control panel altitude window. Though runway 16 was still visible, our radar indicated that the WX above and to the east of the localizer was beginning to encroach on the localizer course. We requested a deviation slightly west to parallel the localizer around WX during our visual approach. Approach control said 'unable' and that 'several aircraft had flown through that area with no complaints.' we continued on the localizer but took the opportunity to rebrief our missed approach and wind shear recovery plan. Descending on the GS at approximately 6500 ft MSL (2000 ft AGL), flaps 15 degrees, gear down, approximately 170 KTS, the thunderstorm activity and associated lightning became too great a hazard to continue a safe approach. We requested an immediate right turn wbound and climb. Slc tower said 'continue' and reported that previous aircraft had experienced a loss of 20-30 KTS of airspeed inside the OM. We again requested/told slc tower we were making an immediate right turn to avoid hazardous WX. They assigned us a heading of 260 degrees. As the first officer began applying toga power, a red decreasing performance wind shear light illuminated and aural warning sounded. Since ground contact was a factor, we followed the pilots operating manual recovery procedure. We heard approximately 5-7 'wind shear, wind shear' aural warnings during the recovery. We continued our turn to heading 260 degrees and made a wind shear PIREP. Climbing through 8000 ft, ATC assigned us 8000 ft. Because of our wind shear recovery climb rate, we exceeded our altitude by approximately 400-500 ft before descending back to 8000 ft. We heard no TCASII advisories. Holding as 'depicted' was assigned at staco intersection. No depiction is on the ILS/DME runway 16 chart. We used the depiction for the ILS runway 34 missed approach and advised ATC. After a 10-15 min delay, radar vectors were provided for an uneventful visual approach to runway 16.

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Original NASA ASRS Text

Title: WX FACTORS WIND SHEAR ENCOUNTER AND TSTMS IN THE AREA.

Narrative: ARRIVING SLC FROM OVER OGDEN, ON VECTORS FOR A VISUAL APCH, ILS/DME BACKUP RWY 16 SLC. SLC ARPT AND RWY 16 WERE VISIBLE FROM GREATER THAN 20 MI. RADAR INDICATED SIGNIFICANT WX E THROUGH S OF THE ARPT. LIGHTNING CLOUD TO CLOUD AND CLOUD TO GND WAS DISTANTLY VISIBLE. INCLUDED IN OUR APCH BRIEF WAS OUR ACKNOWLEDGEMENT OF THE DETERIORATING WX AND OUR PLAN TO ABANDON THE APCH TO THE W, IN THE DIRECTION OF THE PUBLISHED MISSED APCH, LOWEST TERRAIN, AND BEST WX, IF EITHER PLT FELT ANY CONCERN. AFTER BEING CLRED FOR THE APCH AND INTERCEPTING THE GS, THE PUBLISHED MISSED APCH ALT OF 9000 FT WAS PUT IN THE MODE CTL PANEL ALT WINDOW. THOUGH RWY 16 WAS STILL VISIBLE, OUR RADAR INDICATED THAT THE WX ABOVE AND TO THE E OF THE LOC WAS BEGINNING TO ENCROACH ON THE LOC COURSE. WE REQUESTED A DEV SLIGHTLY W TO PARALLEL THE LOC AROUND WX DURING OUR VISUAL APCH. APCH CTL SAID 'UNABLE' AND THAT 'SEVERAL ACFT HAD FLOWN THROUGH THAT AREA WITH NO COMPLAINTS.' WE CONTINUED ON THE LOC BUT TOOK THE OPPORTUNITY TO REBRIEF OUR MISSED APCH AND WIND SHEAR RECOVERY PLAN. DSNDING ON THE GS AT APPROX 6500 FT MSL (2000 FT AGL), FLAPS 15 DEGS, GEAR DOWN, APPROX 170 KTS, THE TSTM ACTIVITY AND ASSOCIATED LIGHTNING BECAME TOO GREAT A HAZARD TO CONTINUE A SAFE APCH. WE REQUESTED AN IMMEDIATE R TURN WBOUND AND CLB. SLC TWR SAID 'CONTINUE' AND RPTED THAT PREVIOUS ACFT HAD EXPERIENCED A LOSS OF 20-30 KTS OF AIRSPD INSIDE THE OM. WE AGAIN REQUESTED/TOLD SLC TWR WE WERE MAKING AN IMMEDIATE R TURN TO AVOID HAZARDOUS WX. THEY ASSIGNED US A HDG OF 260 DEGS. AS THE FO BEGAN APPLYING TOGA PWR, A RED DECREASING PERFORMANCE WIND SHEAR LIGHT ILLUMINATED AND AURAL WARNING SOUNDED. SINCE GND CONTACT WAS A FACTOR, WE FOLLOWED THE PLTS OPERATING MANUAL RECOVERY PROC. WE HEARD APPROX 5-7 'WIND SHEAR, WIND SHEAR' AURAL WARNINGS DURING THE RECOVERY. WE CONTINUED OUR TURN TO HDG 260 DEGS AND MADE A WIND SHEAR PIREP. CLBING THROUGH 8000 FT, ATC ASSIGNED US 8000 FT. BECAUSE OF OUR WIND SHEAR RECOVERY CLB RATE, WE EXCEEDED OUR ALT BY APPROX 400-500 FT BEFORE DSNDING BACK TO 8000 FT. WE HEARD NO TCASII ADVISORIES. HOLDING AS 'DEPICTED' WAS ASSIGNED AT STACO INTXN. NO DEPICTION IS ON THE ILS/DME RWY 16 CHART. WE USED THE DEPICTION FOR THE ILS RWY 34 MISSED APCH AND ADVISED ATC. AFTER A 10-15 MIN DELAY, RADAR VECTORS WERE PROVIDED FOR AN UNEVENTFUL VISUAL APCH TO RWY 16.

Data retrieved from NASA's ASRS site as of July 2007 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.