Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Weather
Vectored for the approach in VMC. Light to moderate shower over the approach end of the runway extending about a mile from the runway. Radar analysis indicated the precipitation shaft top was probably about 20;000 feet. The runway could easily be seen initially and the rain was light to moderate across the shower. We initially saw no indications of windshear such as a 'foot' to the shower or dust rings. About three miles from the runway; 1 mile from the edge of the shower; the intensity of the rain began to increase rapidly. The runway was disappearing and two lightning bolts hit the ground as we entered the shower. Entering the shower visibility dropped to zero. Almost immediately we got a windshear warning at about 400 feet agl and initiated a go around. Initially we did not seem to be climbing with max power and the FO called for full power. It was applied and we started to climb. The command bars never raised up to meet the alpha margin indicators throughout the entire event although it did command pitch changes. Verifying the establishment of a comfortable rate of climb; I called ATC with the go-around. We were given an immediate turn to the south. From the time we entered the rain shaft to the time we got the heading assignment for the miss probably occurred over a time span of probably less than 15 seconds. My initial reply to the heading assignment must not have gotten through (the rain hitting the fuselage was LOUD); so ATC very insistently again called for the turn. I took another couple of seconds to verify a comfortable climb rate and selected HDG mode; and selected half bank to preserve the vertical lift component as a precaution. AGAIN ATC angrily called for the heading change and I again replied to their call; which this time appeared to get through. Right then the AMI went away and a second later we popped out of the rain shaft. The reason for the insistent ATC turn became apparent as we saw a heavy which had taken off of 27R turning hard just off the end of the runway to the right of us. Here is the safety aspect of this event: ATC should NOT be calling for turns when an aircraft calls going around in a windshear event. We need EVERY bit of vertical lift component we can get in such an event. Atlanta tower's frequent and insistent calls were enough of a distraction that I did not get a windshear performance call out at all before we popped out of the shower. High workload; convective activity; rapidly changing meteorological conditions requiring rapid situation assessment; analysis and option generation. Aircraft states were optimal considering the conditions. Crew performed well throughout the windshear event. Be more conservative with weather situation like this. This was the second time I had seen a light rain shower over approach rapidly increase in strength. We were too busy to listen to every ATC call but I would not be surprised if this was classified as a microburst event. Next time I will refuse the approach.
CRJ-200 Captain experiences a possible microburst during approach causing a windshear warning and go-around. ATC calls for an immediate turn to the south without regard for the windshear that the crew is battling.