Flight Crew Last 90 Days 100; Flight Crew Total 13500; Flight Crew Type 0.00
Situational Awareness
Deviation - Speed All Types; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach
Weather
My first leg of Operating Experience (OE) on the 777; unfamiliar airport/area of the world. Wind was forecast to be 20-35kts in Narita at landing. Scheduled to land with 18;000 lbs of fuel. Upon arrival to Narita we are given holding. After 10-15 minutes we are vectored on the approach to 16R. Approx 1;000 feet AGL we received a 'Windshear' warning. We proceeded to go around on a missed approach; we had 15;000 lbs on the go around. ZZZZ was our listed alternate which is in very close proximity to our destination and had the same gusty winds. We decided to try the approach at Narita again due to the longer wider runway. After asking ATC what number we were for approach (number 10) we decided to request for priority handling. ON our second approach approx 500 feet we received another 'windshear' warning on the PFD; the captain executed another go around; we had 10;000 lbs of fuel. Winds on the ground were 200 25G35 with variable winds and reported gains of 15 kts on final. Wind at 2;000 feet MSL was 240@80; yes 80. ATC took us on a right downwind for a close in approach back to 16R. ATC kept us fairly tight and turned us to the LOC; but with the 80kt wind at 2;000 feet we were blown through the LOC and into the approach area for 16L; where [a] 777 was on final. We received an RA 'climb.' We followed the red bars and got back on our approach course and landed the aircraft. We had 7;500lbs of gas on board after landing with both left and right tanks amber (low fuel). This is just over [30 minutes] of fuel. This is unacceptable; especially on a 14 hour flight.
Assigned holding into RJAA with no Expect Further Clearance (EFC) issued. Fuel 19;000. Held for 2 turns and vectored RJAA ILS 16R. Wind reports were to be max crosswind 23 kts per landing data. However winds from 10;000 to 1;500 were constant 80 kts variable 190-210. PIREPS preceding aircraft were +/-10 and +/-15. First approach at 200-300 feet; got GPWS 'Windshear! Windshear!'warning; the warning felt correct and we encountered windshear but ultimately flyable windshear and immediately performed windshear escape into go around; fuel state 14;700 lbs. While on vector and we were told we were number 7 for landing; I declared Low Fuel'. As a crew we discussed the fuel versus windshear issue and decided that if we encountered windshear a second time; we had the fuel for another go around/escape maneuver. Then on our second approach 16R; we got a second 'Windshear! Windshear!' warning at 500 feet AGL and I performed the go around/windshear escape a second time. This; too; felt like a good warning. Both windshear encounters were short. By the by the time I had called going around windshear and hit TOGA the warning was gone. Airspeed mostly fluctuating to the plus side 30 kts or more.First officer told ATC we wanted an immediate right turn back to land 16R. We were IMC on downwind and so we asked for descent to make possible a visual approach to 16R. We thereafter visually acquired the runway and made a visual turn onto the approach course at 2;000; but with a tailwind of 80 kts I overshot the approach course to 16R; got TA/RA with traffic to 16L; and because that traffic was in-sight and; although not the desired separation; I continued the approach and made a normal landing on 16R. Fuel at touchdown was 7;400 lbs--about [30] minutes. Gate fuel 6;900lbs.
B777 flight crew reported windshear during two consecutive approaches resulting in go arounds. After noting that the warnings were for increasing airspeed the crew elects to fly a third approach and ignore the windshear warning should it occur; but it does not. Gate arrival fuel is 6;900 pounds.