EMB ERJ 145 ER/LR
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Time Pressure; Troubleshooting; Workload; Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Company Policy; MEL; Procedure
The following narrative is due to a complete lack of threat and error management and operation performance.   This was the first leg of a 4 day trip and I would be flying with a First Officer for the first time.   We were heavily delayed to start our day and weather was terrible.   High winds and windshear were reported throughout the whole Company system with several crews diverting.   Yet my release for this flight indicated nothing other than I should evaluate the use of Runway XX for ZZZ departure.   When the aircraft arrived I met the arriving Captain and he explained to me the auto pilot master warning EICAS message occurred at 1;000 feet on the coupled ILS approach into ZZZ.  The Captain stated maintenance refused to take the write ups as it was going to ZZZ1 and they would casually look at it there.   I immediately called maintenance and asked why they wouldn't take write ups and said from what it sounded like a write up was not warranted.   The maintenance controller asked if I wished to MEL the autopilot and I stated how can I?  At this point I should have immediately refused the plane; but at Company; refusing to fly gets us an immediate phone call from the Chief Pilot office.   We Were now operating in the red of the threat and error management philosophy.   On the way to ZZZ1 we experienced moderate turbulence as expected and when we turned base for Runway XY the field was surrounded by virga.  The FO and I briefed a go around and the windshear escape maneuver once more.   On final at about 1;200 feet the Autopilot Fail master warning EICAS  message appeared and the Autopilot disconnected.  I continued to hand fly the aircraft and remained stable to about 300 feet where I encountered increasing performance and the approach became unstable.   A normal go-around was executed and we called positive rate gear up; we received the windshear caution.   Immediately after we hit severe turbulence.  We diverted to ZZZ without further incident.  The remainder of the flight was performed without the autopilot.Company maintenance did not take a write up from a Captain. I wrote up the AP failure and the encounter with severe turbulence. All write-ups must be taken by maintenance.
EMB-145 Captain reported maintenance refusing to accept a write up on the autopilot and departed to destination airport where the autopilot failed; causing an air turn back.