Regional Jet 200 ER/LR (CRJ200)
Confusion
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach; Flight Crew Regained Aircraft Control
Human Factors; Weather
Overall we attempted three approaches into ZZZ. First Approach/RNAV 24: At the time we shot this approach winds were most favoring Runway 24 out of about 280 gusting to 30-40 KTS with some reports of LLWS in the area by a Dash 8 who had just recently landed. On the RNAV just inside the final fix; the aircraft was getting kicked around pretty good by gusts of wind; causing speed fluctuations of around 15 KTS. After a strong burst we went from being on speed; to getting the high speed clacker; to getting the stick shaker in a matter of seconds. I was a little stunned and slow to react; but the Captain appropriately called for the go-around. When Tower asked of our intentions we decided to give it another try. Second approach/RNAV 24: Unfortunately; The second approach's conditions started to shape up and feel just as the first one did. After getting moderate turbulence with speed fluctuations outside of our stable approach parameters; I felt uncomfortable and called for the go-around. The Captain promptly initiated the go-around profile callouts. After going around; wind reports and checks indicated that the winds were starting to favor Runway 34. After assessing the landing data; terrain; and communicating with the Dispatcher; we decided we had enough fuel to attempt the ILS to Runway 34 and still be able to divert should we have to go-around again. Third approach/ ILS 34: The third approach had significantly less turbulence. It felt and looked much better. However; in the last few hundred feet we started to get strong gusts again. We got an amber windshear caution message; but appeared to be stable so the Captain said [to] continue. At about 10-20 FT the windshear message went red. I was slow to react; because my head told me I should call for a go-around; but my gut was telling me we are stable enough to proceed 10 more FT down to landing. A low energy go-around at a mountainous airport in windshear conditions did not feel like a better option. The Captain must have felt the same; and proceeded to land safely. It all happened very quickly.
On descent we received reports of moderate turbulence and windshear. We briefed the RNAV approach to Runway 24 as this was currently the runway in use. Surface wind was variable 280-300 at 30 gusting to 40. We got the runway in sight just inside the final approach fix. The aircraft was in final configuration and on speed. I then disconnected the autopilot and began hand flying. We began to get airspeed fluctuations of plus and minus 20 KTS. The aircraft was very difficult to control. Around three miles from Runway 24 we had an airspeed increase of more than 20 KTS and got the high speed cue. I was already pulling back the thrust to correct when we got the high speed cue. As I reduced thrust even more another wind gust hit us and we then received the stick shaker. We immediately executed a go-around. After cleaning up the aircraft and leveling off my First Officer and I decided to try one more approach to Runway 24. On the second approach I decided to wait on adding final flaps until just prior to 1;000 FT AGL. We were once again experiencing moderate turbulence and windshear. About 4 miles from the runway and with a lot of airspeed fluctuations the aircraft became difficult to control. At this point my First Officer called for a go-around; so we executed another go-around. We cleaned up the aircraft and leveled off at the assigned altitude. At this point we discussed diverting or trying one more approach to Runway 34. By this time the wind had mostly shifted to 300 at 35 gusting to 40. Considering fuel on board we felt it was safe to try this approach. We felt that this was safe due to the fact that there are not as many peeks on this approach and a Dash 8 was able to land on that Runway 5 minutes earlier. We began the ILS to 34 and it was a much better ride until short final. On short final we received an amber alert for windshear. I felt that it was safe to continue the approach because these gusts were very short. Around 20 FT above the runway we received a red windshear warning. It took me about a second to think about our state. At this point; about 10 FT off the ground; I felt that it was safer to continue the landing since we were so close to the runway instead of doing a low energy go-around with windshear present. We landed safely with no further incident.The biggest threats to this flight were the high winds and moderate turbulence on approach to landing. On the first go-around I did exceed the airspeed limitation for flaps 45 for a few seconds. When we initiated the go-around we were already fast. Adding the go-around power caused us to exceed the limitation. I continued pitching up and the airspeed decreased below the speed tape. On initial approach we were busy discussing and briefing the conditions at the airport after receiving the PIREPS and I forgot to stow the flight spoilers. We received the amber warning of flight spoilers deployed so I immediately stowed the spoilers. This was the most challenging approach and landing situation I have ever been in. If I had to do it again I would have attempted the ILS to 34 after going around on the first approach because of fewer peeks on this approach. I definitely learned a lot from this event. I fell that we both performed well and worked together very well. My First Officer did an excellent job assisting me. I was very impressed that he called for the go-around on the second approach once we were out of his comfort level instead of just allowing the Captain to continue. I understand that I broke operational procedure by not going around with the windshear warning; however; I still feel that this was the safest thing to do.
CRJ-200 flight crew's first two attempts at landing in gusty conditions with Low Level Windshear Alerts result in go-arounds. Third attempt; to a different runway; is successful despite windshear encounter near the ground.