EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 1400
Communication Breakdown; Workload
Deviation - Altitude Overshoot; Deviation - Altitude Excursion From Assigned Altitude; 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 FLC Overrode Automation; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Weather
Our flight was headed into [the Airport] with night MVFR conditions; strong winds; and gains/losses of 15kt being reported on final. I was PM (Pilot Monitoring) and the Captain was PF (Pilot Flying). Enroute; we spent adequate time briefing the approach and reviewing and briefing wind shear policy and procedures from our company manuals.We informed the FAs (Flight Attendants) and passengers that turbulence was expected during the approach; and had the FAs complete service and be seated early. Descending on the arrival turbulence began to increase; and reached continuous moderate below 6000 feet. Icing had been encountered; resulting in only about 40 knots between minimum safe speed and maximum flap speed in landing configuration. Flight conditions were night marginal VFR with moderate precipitation. The Autopilot and Auto throttles were engaged. The aircraft was configured early and stable approach criteria were met at 1000 feet. The Captain had to make continuous overrides of the Auto throttles to maintain Vap.At around 500 feet; AGL the aircraft Wind shear Warning system posted red WINDSHEAR on the Primary Flight Displays along with the aural annunciation. The captain immediately performed the windshear escape procedure using max thrust. I informed the tower we were going around for windshear. Tower assigned maintain 2000 feet and heading 195 degrees. The aircraft was climbing and I announced '1500 feet.' Tower informed of an area of heavy precipitation straight ahead and that the next controller would be able to turn us before we reached it. The Captain had Weather radar displayed while I had Terrain. We began to clean up the aircraft and the Captain was still hand flying. We changed frequencies back to Approach but were unable to communicate due to precipitation static. I switched to COMM2 and was then able to establish communications with ATC. We turned further to enter crosswind and avoided the heaviest part of the precipitation; the turbulence was moderate.Due to task saturation and turbulence; the aircraft was now at 2400 feet vs our 2000feet assignment; so I asked ATC for relief and they assigned 4000 feet. We discussed Autopilot engagement; however the Flight Director was still in the windshear escape mode; which was not desired. When we finally had some reduction in task saturation; VS and HDG modes were engaged. Again; we were off our 4000 feet altitude assignment so we obtained a clearance to 5000feet; and then the Autopilot and Auto throttles were engaged.Climb and descent checks were completed; and we evaluated our situation. We still had enough fuel for another attempt with a buffer before reaching minimum fuel for diversion to our alternate. Aircraft were still landing on 16R with the same gains/losses report. We decided to attempt one more approach. The approach check was completed and then the Captain made an announcement to the passengers and flight attendants.This approach was also in marginal VFR with continuous moderate turbulence and precipitation. The Captain once again overrode the Auto throttles continuously in order to maintain Vap. No Windshear Warning; or Caution posted; and stable approach criteria were maintained so we were able to complete the approach with a landing.Thorough briefing of the windshear escape procedure and criteria earlier in the flight greatly contributed to its safe execution upon receipt of the aircraft's Windshear Warning. The Captain did an excellent job throughout; prioritizing well during task saturation; never exceeding a flap speed; or flying below minimum safe airspeed; despite the narrow margins. In the future; I would brief in even more detail; particularly in the exact call outs and configuration changes after the windshear escape procedure is complete and the aircraft is at a safe altitude. This would hopefully result in a smoother transition back to normal flight.
EMB-175 First Officer reported that they had turbulence during approach then they got a windshear warning and had to go-around.