Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Other / Unknown
Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Environment - Non Weather Related; Human Factors; Weather
Cleared for the ILS [Runway] XXR and after trying to reach them twice and about 500-600 AGL; Tower reported a windshear of -40 kts and I (PM) requested a go-around.  At the same time that Captain (PF) was calling 'go-around; set thrust; flaps 8;' Tower gave the missed instructions of 4;000; Localizer; 190 kts to which I responded the same.  Somehow I missed Captain make the go-around; thrust; flaps call and missed making my positive rate call out.  When he made the call a moment later; I brought the gear up and flaps to 8.  Somewhere around this time; I believe we encountered a negative performance microburst.  We then encountered a rapid loss of airspeed that led to a stick shaker.  After that I began calling out performance.  At some point Captain synced and selected the heading mode.  I failed to catch that and we began to fly slightly north of the localizer.  I then made a correction of the heading to return to the localizer either just before or just after Tower asked us about the heading.  Shortly after that; we were told to maintain current heading.  At some point ATC made a call to which I responded that we had a warning and I'd get back with them in a moment.  A bit later ATC called back to ask if we were ready for communications and gave us additional vectors and 5;000.  After being vectored in and out of the localizer a couple of times; we were able to make the approach uneventfully about 30 minutes later.I can't help but think that the nearly 90 days I had not flown played a factor; but the fact is that I should have made the positive rate call and caught the selection of heading mode on the go-around.Proactive Self Training:In the past I've recited 'Go-around; set thrust; flaps 8' as a part of my approach briefing.  I will now add the 'positive rate... gear up' to that go-around brief to increase my chance of never missing the calls again.
During ILS approach to [Runway] XXR at approximately 500 AGL we were told by ATC that there were windshear recordings of 40 kt loss on approach and we told Tower we would be going around.  We got go-around instructions as I was calling 'go-around; set thrust; flaps 8' so I did not hear the instructions.  At one point all three of us were talking at once.  Bug 200 was never set and we did not get flaps up as the climbout began.  I'm not sure if I called it or not. I saw that we were getting ready to exceed flap speed and possibly blow through our altitude.  So I reduced thrust.  Never got the positive rate call so I called it out and said gear up; speed mode heading mode.  And then asked to verify the heading and altitude that ATC wanted.  We had 3;500 in but it was supposed to be 3;000.  I believe the combination of my power reduction; the flaps being still at 8; and the decreasing performance associated with microburst events contributed to a rapid loss of airspeed which got down below 130 kts and triggered a stick shaker.  I went to full power and lowered the nose to increase our airspeed.  It sluggishly returned to 200 kts and we got flaps to 0 and climbed out to 3;000 and got vectors from ATC to come back around.  We were vectored for approximately 25 minutes before the microburst events subsided and we landed without incident.I think the time compression of events; communication failures; power management; in addition to a performance loss due to the windshear event all contributed to the aircraft being in an undesired state.I think we actually should  have never started the approach but we were hoping to get in before the weather.  We didn't realize initially that there were 40 knot losses of airspeed at the field. I would have reduced thrust less and paid more attention to the speed tape.  It was one of those circumstances where aviate navigate then communicate were all happening at once.
Air carrier flight crew reported experiencing a stick shaker event after executing a go-around due to windshear.