Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Weather
Arriving; the winds in DTW were reporting approximately 220@23G29. During the descent; we started to encounter moderate turbulence around 4;000 ft MSL and it continued throughout the entire approach each time. We were cleared for the visual approach to 22R and upon contacting tower; we were advised the wind again (same as we had on the ATIS) while being cleared to land. At approximately 1;000 ft; after flying through continuous moderate turbulence (with the expected airspeed fluctuations); we received a windshear warning and immediately executed the windshear escape maneuver. After we cleared the windshear warning (maybe 5 seconds later); we were vectored around for another approach. At this point; we had approximately 2100 lbs of fuel on board when we briefed the approach (for the second time) and since we did not have any alternates and the winds were just as bad when we took off; I decided to continue for a second approach.The second approach mirrored the first approach with the winds being approximately 240@27G37 now. After being cleared for the visual approach; when we were handed off to tower after getting configured to flaps 45; we heard another airplane go around due to windshear. We continued in and this time at approximately 800 ft AGL; we received another windshear warning and immediately executed the windshear escape maneuver. After leveling off after this go around we were at approximately 1670 lbs of fuel remaining. At this point; we declared minimum fuel and requested another approach to 22R in DTW after determining that all of DTW's runways were experiencing the same windshear events.On the third approach; I briefed that I would be continuing to land and that I would be aiming for an airspeed somewhere in the middle between the bugged airspeed (Vref + 10 knots) and the Vfe flaps 45 (170 kt) to ensure minimal altitude loss; if we did receive a third windshear event. During the final approach with flaps 45; we experienced the same moderate turbulence throughout the approach however; instead of a windshear warning; we received a windshear caution due to a 20-30 knot airspeed gain at approximately 500 ft AGL. At this point I went to idle thrust but our airspeed continued above 170 kts. The clacker sounded for approximately 5-7 seconds before finally slowing back to my target speed. After this event; we were able to continue to a landing with no windshear warning events. We arrived on the ground with approximately 1100 lbs of fuel remaining on board. I wrote up both windshear escape maneuvers and the flap overspeed event in the maintenance log when we arrived at the gate.Prior to [departure]; I [had] reviewed the wind report and forecast for DTW and it was reported at 220@23G29 at XA:53 and forecast to be 230@22G34 From XD:00 until XF:00 (Scheduled Arrival = XD:45) so I did not think much of the winds prior to departing. When we pushed back from the gate; we had approximately 2800 lbs of fuel predicted to be on board after landing in DTW but because the winds were not forecast to be anywhere near as significant as they were; I did not consider adding an alternate airport with calmer winds before we departed. With regards to the last approach with the flap over-speed; since I intended to prevent altitude/airspeed decay if we did encounter another windshear event; I believe my target airspeed was appropriate for the conditions; given what we had experienced on the first two approaches. Since we did not encounter any positive performance windshear events (that were notable beyond the continuous moderate turbulence); I simply did not expect to encounter it. Although I responded immediately with idle thrust and a slight pitch up; I could not stop it from exceeding the flap speed without becoming too out of position to continue the approach; which was my primary concern at this point due to our fuel status.At this time; I am genuinely at a loss for what preflight planning step I could have taken to avoid being put in this situation. Because of the winds in ZZZ; I knew it was going to be turbulent but; with the winds approximately 'right down the runway' at DTW and a 12 knot difference between the worst sustained wind and gust factor on the METAR/TAF (much 'better' than the winds we just arrived in ZZZ with); I simply did not judge this threat to be as concerning as it would become. The only thing I can think of that would have at least given me a slightly bigger weather picture would have been to look at a station model plot chart or ask my dispatcher which direction we needed to fly to get to an airport with calmer surface winds however; as I said above; my judgement of how threatening the winds in DTW were before takeoff would still probably not lead me to consider this option; if I was to repeat this scenario.After the first windshear go around; I considered a possible divert with 2100 lbs of fuel but; based on how bad it was in ZZZ (over 100 miles away and just as turbulent/windy); I did not think we could make it anywhere where the winds would be better and even if we could; DTW had a 10;000 ft runway with winds; more or less; straight down the runway so I decided our safest course was to attempt the approach again in DTW.
Air carrier Captain reported several go-arounds due to windshear warnings at DTW; then finally landed during a windshear caution alert on the third approach.