B737-700
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 102; Flight Crew Type 9000
Workload; Time Pressure; Other / Unknown; Distraction
Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Weather
Approaching ZZZ on the ZZZZZ3 RNAV Arrival Runway XXR transition and while joining an approximate 20 mile final; ATC advised us of traffic joining the [Runway] XXL approach course. Traffic was in sight and within a few moments we received an RA command of 'Descend'. The First Officer; who was the Pilot Flying; disengaged the automation and complied with the RA. I advised ATC of the conflict and we continued our approach for XXR with autopilot/autothrottle disengaged. While continuing the approach; we heard an aircraft executing a 'Go-Around' on XXL due to windshear. The F/O (First Officer) and I communicated with one another to 'Be ready' in case windshear was encountered. During the approach I observed unremarkable wind speeds 7-15 knots; however; winds varied from direction as descent continued. The aircraft was fully configured and on airspeed well before 1;000 ft.; landing clearance was received and the Before Landing Checklist complete. At the 500 ft. call; the traffic that we were following to XXR; had landed and was just clearing the runway. Light unremarkable turbulence was encountered during the approach with little fluctuations in airspeed until approximately 200 ft. AGL. At that point I felt the aircraft sink and observed what seemed to be an instantaneous decrease in airspeed. 'Pull Up' appeared on the PFD (Primary Flight Display) and then I called 'Pull Up'.The F/O appeared to have observed the same warning and was initiating the escape maneuver. I called 'Windshear' and as pitch and power was applied; the aircraft performed as commanded. No change to configuration occurred until both the F/O and I agreed that the aircraft was no longer in jeopardy. A normal go-around procedure was then completed. ATC advised several aircraft (after our go-around) of 'Microburst Alert! Loss of 40 knots on short final'. ATC gave a frequency change to Departure Control; that neither the F/O nor I heard. After several minutes of distraction; ie. ACARS Dispatch for alternate; excessive radio traffic; communication with passengers; I contacted Tower and communication with Departure Control was attained. A divert plan was received from Dispatch; however; ATC advised that approaches and landings had resumed in ZZZ. Due to the lengthy delayed vectors; we determined that conditions had improved and enough fuel was on board; to attempt another approach and landing. A normal approach and landing was performed to Runway XXL in ZZZ.As a note; the F/O informed me of the two-tone aural alert and windshear warning. It's quite possible that when I said windshear it was due to what I saw on the PFD and or me repeating what was already said by the aircraft. The event happened so quickly I can't recall.
We began our descent on the ZZZZZ 3 Arrival [Runway] XXR transition. As we approached the ZZZ terminal area ATC vectored us off the arrival with an intercept heading and cleared us for the visual approach to XXR. A descending RA ensued during LOC interception to XXR with the autopilot on. The conflict aircraft was in sight and I disconnected the automation and complied with the RA command. This lasted a few seconds and only descended a few 100 feet; whilst maintaining localizer centerline. Once the RA was clear we opted to continue the approach. As we were configuring on the visual approach to XXR we heard an aircraft transmitting to ATC that they were going around on XXL due to windshear. At that time we received no predictive windshear/or reactive windshear warnings and all indications in the flight deck seemed normal. In fact the aircraft we were following to XXR had not transmitted any adverse conditions as well. We continued fully configured by 1;000 ft. AGL to XXR.At approximately 150 ft. the aircraft felt as if it started to drop/fall and the Captain called 'Windshear' and a 'WINDSHEAR' warning followed. I performed the windshear escape maneuver. The threat only lasted what seemed like a few seconds and we were through the microburst. ATC then issued microburst warnings after our encounter. Once we were in the clear; we were vectored back to ZZZ for an approach to XXL. At that time the microburst was no longer a threat and three or four aircraft already landed XXL. We agreed that returning was the most viable option instead of diverting to ZZZ1. We landed with no further incident. It wasn't until we were getting vectored back to ZZZ that the Captain informed me that a PULL-UP was also received. During the event I did not hear or see a PULL-UP warning. I was so focused on not hitting the ground and executing a WINDSHEAR escape maneuver. Before the event we discussed the possibility of a windshear encounter due to the other aircraft go-around. So when the Captain and aircraft called windshear; windshear was on the forefront of my mind and a WINDSHEAR escape maneuver was executed.
Air Carrier flight crew reported a CFIT event due to a TCAS RA followed immediately by a wind shear warning during landing. Flight crew executed an evasive maneuver and sequenced for another approach.