Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Time Pressure; Workload
Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Diverted
Weather
I was the PF (Pilot Flying) on Aircraft X from ZZZ2-ZZZ1. I flew the RNAV RNP [Runway] XX approach with rain and wind in the vicinity. I attempted to configure early but a strong tailwind made it challenging. I encountered a wind gust which caused me to counter increasing airspeed by pitching up and slightly reduce power to maintain airspeed and continue configuring. This resulted in a position higher than anticipated. The PM (Pilot Monitoring) noticed this also and we articulated that. About that time; ATC directed a go-around. We executed the missed approach and climbed to 3;000 [feet] on vectors for another approach.Noting the conditions; I configured early for the second RNAV RNP XX approach. Rain and wind were still predominant throughout the approach but fewer gust excursions and we remained stable throughout the approach all the way to minimums. At minimums; we both had the approach lights and runway environment in sight and I continued the approach. As I turned final aligning with Runway XX; I lost sight of the runway environment due to the weather. The PM called go around and I initiated go around procedures. We climbed to 3;000 feet on vectors as directed by ATC. We communicated with one another and ensured we were both in the green; we had ample fuel; and agreed to attempt a third approach. On the third RNAV RNP XX approach; I configured early again and remained stable throughout the approach. The wind was still a factor though and required careful monitoring and aircraft correction to maintain a stable approach. Fully configured and in the vicinity of arriving at minimums; ATC advised a wind shift on the field of 330 degrees at 26 knots of wind. ATC asked for our intentions. Due to airline limitations on Maximum Tailwind Component for Landing; the PM told ATC we could not land and we would go-around. ZZZ1 Tower handed us off to ZZZ Departure and they advised us that they 'turned the airfield around' and they would give us vectors for the ILS RWY XY approach and we would be 'number 1' to the field. Again; the Captain and I communicated that we were both in the green; we noted that we had ample fuel; and we prepared for an ILS approach to Runway XY.After intercepting the localizer for the ILS to Runway XY; I configured fully and continued down the glideslope from the final approach fix. It was raining outside and was windy but we remained stable. Shortly prior to 1;000 feet AGL; it grew increasingly difficult to maintain a stable approach. I told the PM that I didn't feel comfortable; the weather was worsening; and it was likely that we would not be stable at 1;000 feet. We agreed and elected to go-around. Just as I began the go around procedure; we encountered a Wind Shear Warning and I proceeded with the Wind Shear escape maneuver. We exited the conditions quickly and transitioned to ATC's directives. We quickly agreed to divert to ZZZ3 and the PM informed ATC of our intention to divert. We climbed to 3;000 feet and flew vectors to ZZZ3.We flew the ILS RWY XYC approach and landed safely at ZZZ3 and taxied to the gate. We shut down the aircraft with approximately 7.4k pounds of fuel remaining. During the deplaning process; the Captain coordinated with the Maintenance and Dispatch and agreed to continue on to ZZZ1 as the weather cleared the area. We added fuel departing with 11.8k pounds of fuel. The Captain flew as the PF and I was the PM for the return flight to ZZZ1. The Captain maintained appropriate communication throughout the event. He communicated with the passengers explaining as best as possible what occurred and what we were doing to ensure their safety while doing our best to land at our intended destination. He kept the flight attendants apprised of the situation after each approach and we discussed each approach; verified we were both in the green; and maintained situational awareness at all times.
Flew RNAV RNP [Runway] XX approach. FO (First Officer) was PF (Pilot Flying) and was configuring the aircraft early. He was at gear down; flaps 15; and we encountered a wind gust that drove the airspeed indication almost to redline. The FO raised nose slightly and reduced power to slow the airspeed in order to continue configuring the aircraft. As this occurred; aircraft got a little high. As PM; I noticed this and was in process of informing FO when ATC said that we looked a little high and to just go around. We executed the missed approach as directed by ATC and climbed on a heading to 3;000 ft. to vector for another approach.On the second RNAV RNP XX; FO configured the aircraft early and shot approach to minimums. At minimums; approach lights and runway lights were visible; but as we turned to final approach; visibility was lost.  I called go-around; and FO initiated go-around. We climbed on a heading to 3;000 feet. We communicated with each other that we were both in the green; had plenty of fuel; and prepared for another approach.On the third RNAV RNP XX; the FO had fully configured the aircraft; when ATC advised that the wind had shifted out of the north at 330 degrees and we had 26 knots of wind at our tail. ATC asked our intentions; I told them that we could not land with those winds and that we were going around. At that point; ATC handed us off to departure; and departure immediately advised us that they had turned the airport around and could give us an immediate left downwind to be number 1; shooting ILS Runway XY. FO and I communicated with each other that we were both in the green; had plenty of fuel; and prepared for an approach using the new runway.On attempt to Runway XY; we intercepted localizer and G/S. We had continual high winds indicating to me that the aircraft would not be able to remain stable throughout approach and landing. As PIC; I called for a go-around. FO communicated to me his agreement; and I immediately notified Tower of our intention to divert to ZZZ3. FO initiated the miss. As he did; we encountered a brief Wind Shear Warning. FO finished cleaning aircraft up and we diverted to ZZZ3 without incident.We were vectored to ZZZ3 and landed on Runway XYC and taxied to the gate with 7.4 pounds of fuel. I called Dispatch and she said we had plenty of fuel to get to ZZZ1 but as a precaution due to the frontal weather passage; she added more fuel and brought us up to 11.8 pounds. After the front passage; I flew the aircraft as PF uneventfully to ZZZ1. During all of the approaches and the divert I kept the flight attendants up to date and communicated with the passengers at all times. We exercised good situational awareness and followed SOPs during the entire flight.
Air carrier First Officer and Captain reported four missed approaches due to weather and then a safe landing at an alternate airport.