Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; No Specific Anomaly Occurred Unwanted Situation
Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted
Company Policy; Environment - Non Weather Related; Human Factors; Weather
Following two previous approach attempts into ZZZ1 followed by diversions to our Filed Alternates; on [consecutive evening and morning flights] of Aircraft X. I was advised by Dispatch that if the Crew was willing; they would like us to fly back to ZZZ1 and make yet a third attempt. I immediately said I did not feel safe operating the flight as I didn't feel the approach was safe based on the current conditions at the airport; and the weather we had experienced during the last two attempts. I then stated I would not be willing to make another attempt. During the first attempt (Aircraft X ZZZ-ZZZ1) we experienced moderate turbulence; gusty winds; heavy rain; in IMC at night followed by a Windshear Warning and Escape Maneuver at 150 ft. AGL; following this up with a consecutive approach the next morning (Aircraft X ZZZ2-ZZZ1) resulting in an early Go-Around / Diversion to alternate due to Heavy Rain; Moderate to Severe Turbulence on Approach; Strong Crosswinds on Final; Changing (Increasing) Gusting Wind Conditions on the surface and the previous aircraft making a Severe Turbulence Encounter Report on Final with the Controller inquiring as to passenger injuries on board. This led to a phone call from my direct Supervisor; who tried to convince me the operation was safe. I clearly stated to both persons; that our Dispatch Release reads; and I quote.. 'By Signing this Dispatch Release we are affirming our belief that this flight can be made safely'. I was very clear that after my previous two attempts; I did not feel comfortable operating the flight. The Initial Plan was for us to depart in just 30 minutes after refueling; which again I stated I did not feel safe operating the flight. Followed by yet another phone call from my Supervisor who reviewed the weather with me. Explaining things were much better now and we can depart. Again; I expressed my concerns as to the safety of the flight based on recent experience in the storm system; and inaccuracies experienced with the past weather reports that allowed us to dispatch prior. I felt I was being pushed to operate the flight. My Supervisor continued to tell me of other carriers that made it into ZZZ1 today. Once again I explained they didn't deal with what we had to do; and again relayed I was not comfortable making a flight to ZZZ1 today. After some discussion; it seemed my Supervisor was becoming agitated stating that if I didn't fly he would have to. I remained silent as this was not pertinent to my decision. I was again asked to operate - to which I repeated my opinion that I didn't feel it was a safe operation and I would not even go there as a passenger if you asked me to at that time. I was then told I was being pulled from the flight; I was being relieved of all duty pending an investigation and I would hear from someone in the company. The phone call was then disconnected by the other party.I feel this was an attempt to force a flight crew to accept a flight that I had clearly stated I didn't feel it was safe to operate. I feel that this is a violation of the Captain's joint Authority with Dispatch to operate a flight and is in direct conflict with PIC's (Pilot in Command) responsibility and authority. It also seems to me to be in conflict with the creation of a 'Just Culture: required be FAA in implementing a SMS. A pilot should never be coerced to accept a mission he/she feels is unsafe. In this situation; the PIC was being asked to Dispatch into an area where an URGENT PIREP was broadcast via Center Frequencies advising of Moderate to Severe Turbulence reported below 11;000 ft. by an aircraft on Final Approach to ZZZ1. Another aircraft should not be dispatched to fly an approach in Severe Turbulence. The most basic principle is Dispatchers; Managers; and Supervisors need to listen to the people under their charges. Air Carriers need to stress the importance of Safety; by not just stating they have a culture based on Safety; but by actually exercisingone especially when performance metrics may not be met but safety goals will be achieved. As Pilots; I feel we are all mission-oriented; but the need to complete the mission can never exceed operational safety.
CRJ-200 Pilot reported being pressured to accept flight in unsafe weather conditions.