Narrative:

On a missed approach due to severe windshear at dfw, we were given a 3000 ft assigned altitude. We had encountered a very sudden 20 KT increase in airspeed along with going 2 dots high on the GS from what had been a perfectly stabilized approach at 500-800 ft. I asked my first officer to report it right away rather than wait until we had completed our missed procedure because there was a great deal of closely spaced passenger traffic behind and beside us. Notably, the only clue to this shear had been some virga in the area but not over the field. During our go around, we noticed that all 3 EPR gauges were flashing. We pulled back the throttles with no help, however, all other engine indications were normal. 3000 ft came quickly, as we were ferrying this aircraft, empty, from maintenance where, I'm told, over 100 items had been found wrong with it by management 'acceptance pilots.' trying to troubleshoot this unique problem along with flying a missed approach, making the windshear report, and being switched to departure had us busy as a crew, not to mention that we were given close traffic to follow and/or avoid (3 of them) which had me out of the cockpit visually. I did not engage the autoplt, which would have helped, and so allowed my altitude to creep up to 3300 ft before recovering it. This caused no conflict that I know of. In fact, I think I subconsciously hedged up because I was expecting higher, which they did give us right after this. This event was a reminder to me of how busy I can get during unusual sits and how vulnerable our safety margin can be unless I use all equipment available to me, concentrate on flying first, and even with very new and inexperienced crew members, to count on them to do their jobs, because I can't do it all. The EPR gauges turned out to be miswired and I'm not sure why they appeared to work until our go around. Also of note, none of the other aircraft approaching dfw went around or reported windshear though there was still unmistakably rptable shear on final when we were sequenced back in.

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Original NASA ASRS Text

Title: DURING GAR CAUSED BY WINDSHEAR, FLC OVERSHOT ALT ASSIGNMENT. DISTRS OCCURRING DURING THE GAR CONTRIBUTED TO THE ALTDEV. SOME WERE: FLASHING EPR GAUGES, QUICK ARR AT ASSIGNED ALT AND MULTIPLE ACFT DISCREPANCIES.

Narrative: ON A MISSED APCH DUE TO SEVERE WINDSHEAR AT DFW, WE WERE GIVEN A 3000 FT ASSIGNED ALT. WE HAD ENCOUNTERED A VERY SUDDEN 20 KT INCREASE IN AIRSPD ALONG WITH GOING 2 DOTS HIGH ON THE GS FROM WHAT HAD BEEN A PERFECTLY STABILIZED APCH AT 500-800 FT. I ASKED MY FO TO RPT IT RIGHT AWAY RATHER THAN WAIT UNTIL WE HAD COMPLETED OUR MISSED PROC BECAUSE THERE WAS A GREAT DEAL OF CLOSELY SPACED PAX TFC BEHIND AND BESIDE US. NOTABLY, THE ONLY CLUE TO THIS SHEAR HAD BEEN SOME VIRGA IN THE AREA BUT NOT OVER THE FIELD. DURING OUR GAR, WE NOTICED THAT ALL 3 EPR GAUGES WERE FLASHING. WE PULLED BACK THE THROTTLES WITH NO HELP, HOWEVER, ALL OTHER ENG INDICATIONS WERE NORMAL. 3000 FT CAME QUICKLY, AS WE WERE FERRYING THIS ACFT, EMPTY, FROM MAINT WHERE, I'M TOLD, OVER 100 ITEMS HAD BEEN FOUND WRONG WITH IT BY MGMNT 'ACCEPTANCE PLTS.' TRYING TO TROUBLESHOOT THIS UNIQUE PROB ALONG WITH FLYING A MISSED APCH, MAKING THE WINDSHEAR RPT, AND BEING SWITCHED TO DEP HAD US BUSY AS A CREW, NOT TO MENTION THAT WE WERE GIVEN CLOSE TFC TO FOLLOW AND/OR AVOID (3 OF THEM) WHICH HAD ME OUT OF THE COCKPIT VISUALLY. I DID NOT ENGAGE THE AUTOPLT, WHICH WOULD HAVE HELPED, AND SO ALLOWED MY ALT TO CREEP UP TO 3300 FT BEFORE RECOVERING IT. THIS CAUSED NO CONFLICT THAT I KNOW OF. IN FACT, I THINK I SUBCONSCIOUSLY HEDGED UP BECAUSE I WAS EXPECTING HIGHER, WHICH THEY DID GIVE US RIGHT AFTER THIS. THIS EVENT WAS A REMINDER TO ME OF HOW BUSY I CAN GET DURING UNUSUAL SITS AND HOW VULNERABLE OUR SAFETY MARGIN CAN BE UNLESS I USE ALL EQUIP AVAILABLE TO ME, CONCENTRATE ON FLYING FIRST, AND EVEN WITH VERY NEW AND INEXPERIENCED CREW MEMBERS, TO COUNT ON THEM TO DO THEIR JOBS, BECAUSE I CAN'T DO IT ALL. THE EPR GAUGES TURNED OUT TO BE MISWIRED AND I'M NOT SURE WHY THEY APPEARED TO WORK UNTIL OUR GAR. ALSO OF NOTE, NONE OF THE OTHER ACFT APCHING DFW WENT AROUND OR RPTED WINDSHEAR THOUGH THERE WAS STILL UNMISTAKABLY RPTABLE SHEAR ON FINAL WHEN WE WERE SEQUENCED BACK IN.

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.