Date: 201902
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: IMC
Weather elements / visibility: Windshear
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B CLT
ATC / advisory: Tower CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Shortly after intercepting glide slope at 3;000 feet MSL and 210 knots assigned on the ILS RWY 36L and autopilot engaged; aircraft experienced a very rapid 60 knot wind shift from 50 knot tailwind to 10 knot headwind in less than 20 seconds. Aircraft rapidly accelerated beyond the config 1 flap limit despite full speed brakes. Disconnected autopilot; pulled nose up; slowed and executed a go-around. Landed uneventfully on second approach into CLT.Leading a small pack of aircraft; we were assigned a faster than normal speed for IMC conditions close to CAT I minimums. My FO (First Officer) and I noted the 50 knot tailwind and discussed the impending wind shift. But we expected it to be much more gradual and had no idea the shift was so sudden and severe. We did not receive any alerts from ATC or other crews about the nature of the impending shift.In the future I would recommend being more proactive in querying ATC about the shear location and severity and ensuring a speed much farther below the flap limit so as to be able to accommodate the speed increase. While I have had tailwinds on final in the past that transitioned to a headwind before landing; I have never had a 50 knot tailwind basically disappear and become a headwind so suddenly while on glide slope. I would also recommend to all aircrews that anticipate losing a tailwind on final that they lower the gear much earlier than normal to provide additional drag to help fight the acceleration.


Second narrative: While on the ILS 36L coming into CLT; around intersection DEFOX; we encountered a 60 KT shift in the wind. While on approach we had a 50 KT tailwind that within 20 seconds and just a few hundred feet shifted to a 10 KT headwind. The autopilot was engaged with flaps 1 configuration. The wind shift was sudden and we exceeded the flap 1 limit. After lowering the gear and the deploying of full speed brakes didn't stop the acceleration; the CA (Captain) disconnected the autopilot and pitched up. We then executed a go around and came back around and landed uneventfully.Leading the pack of aircraft for RWY 36L; we were assigned a faster than normal speed for IMC conditions close to CAT I minimums. CA and I noticed the 50KT tailwind on the approach and discussed the impending wind shift; thinking it would be much more gradual and not as severe.Perhaps enquire of ATC if they know where the wind shift would take place and to what severity. Making sure to be much farther from the flap limit speed to protect the limit knowing a shift was going to occur. Lower the gear earlier in the approach to have that drag available to us during the shift.All of these things we did on the second approach.


Synopsis: A321 flight crew reported experiencing a 60 knot wind shift on final approach.