EMB ERJ 170/175 ER/LR
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Time Pressure
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Aircraft; Weather
Day VMC. Conducted initial approach [Runway] XXR. PF (Pilot Flying) called missed approach into ZZZ [Runway] XXR due to windshear with airspeed loss below 500 ft. AFE (Above Field Elevation) with advancement in override thrust. Subsequently received windshear caution. After selecting TOGA and pitch up flew flight director. No windshear escape guidance provided as the windshear was not sustained. Thrust was advanced to GA (Go-Around) RSV as a precaution. Stable in the missed approach maneuver with no caution windshear; PF called Flaps 4 due to flaps full configured. Gear retracted at a safe altitude with positive climb rate. Flew ATC assigned runway heading with missed approach climb profile. Subsequent approach flown to the ILS profile with Flaps 5. Flew the glide slope to RWY [Runway] XXR. No windshear event occurred. Received wind report with gust factor 28 kts. Selected manual speeds to increase approach sped until 4-5 kts. until after passing 500 ft. AFE 'stable' call the target speed was reduced. Maintained visual descent rate with visual cues and instrumentation of the ILS. During round out to flare automation set the aural 'sink rate' message. FO (First Officer) announced correcting due to the aural call and confirmed with a cross check the sink rate was induced by maintaining descent rate with the descent maneuver to coupled round out pitch rate simultaneously for the landing maneuver; not due to windshear as the speed was stable. FO and CA (Captain) on debrief both acknowledged the aural alert at post flight and both agreed with given conditions the approach to landing was stable given the conditions. Touchdown was within LTP (Landing Threshold Point) distance.Second approach with Flaps 5 configuration allowed for a higher approach speed and acknowledging the wind factor with increase in target speed for gusty conditions allowed for less susceptibility for the same condition. Automation with sensor inputs from other automated systems is subject to its own set design limitations and may not reflect positive confirmation of the event with pilot judgment of the same situation monitoring the same event. Such as automation latencies detecting the windshear event prior to the windshear caution; or sink rate alert while the pilot is initiating real time assertive maneuvers in turbulent conditions. Inertial vertical speed descent rates measure acceleration as it filters out noise of turbulence conditions causing a lag as opposed to real time judgment of the flight crew.
Approach into ZZZ on our 1st attempt we conducted a missed approach due to wind shear. On the 2nd approach in the flare we briefly went to a sink rate of 1;100 [ft. per minute] the FO (First Officer) was already correcting and we received a 'sink rate' aural tone just prior to touchdown.
E-175 flight crew reported executing a missed approach due windshear during final approach. Subsequently flight crew executed an uneventful landing.