Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 173
Communication Breakdown; Distraction; Situational Awareness; Workload; Time Pressure
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew Became Reoriented
Company Policy; Procedure; Weather
On arrival at ISP we encountered very gusty wind conditions complicated by a wet runway. We selected the best runway based on length and stopping although this put the wind as a crosswind. Just inside the FAF we encountered a wind shear warning and I immediately performed the recovery maneuver. I was out of the wind shear quickly; but the big upward vector I elected to smooth out the climb recovery; and went to approximately 2;600 feet and then began a slow descent back to 2;000 feet as the missed approach altitude. We cleaned up normally. We were right at divert fuel so we immediately began the coordination to go to [our alternate airport].Here's the problem. That divert gas is based on direct routing to the correct altitude. We were held down and slow climbed off vector for minutes; all the while trying to explain we were minimum fuel and needed priority handling. We finally were given FL200 (six thousand short of planned divert altitude). The Captain did a great job of trying to find another divert location ([our alternate] at the time was holding traffic due to traffic saturation). We finally received priority handling and landed without further incident.[We are not] accurately predicting the fuel needed to divert in this busy northeast corridor. We need smarter; location based divert fuels which anticipate expected routings and altitudes. We don't need a primary plan which will require declaring fuel minimum to execute it. I know as an FO I will be much more proactive on this in the future. It was a square corner that was unforeseen at takeoff.
We were cleared ILS Runway 24 at ISP; via 2 NM. Ceiling 400 feet AGL; winds 70/28; gust 48 with moderate turbulence on final. At approximately 800 feet MSL we received a wind shear warning and immediately executed a missed approach using wind shear avoidance techniques. Autothrottles were not engaged during the approach due to turbulence and airspeed deviations. As the PM; I announced the missed approach to the Tower; who after a few seconds cleared us to climb to 2;000 feet MSL on runway heading; and gave us a frequency change to Approach. With the aircraft power setting we used; due to wind shear; we overshot the 2;000 feet MSL cleared altitude to 2;600 feet MSL. I advised Approach on our check-in that we had overshot the 2;000 feet MSL clearance and were correcting. We then proceeded to coordinate a divert to [our alternate] for fuel.Dispatch taxi burn at the departure airport is too low with a single runway for departure for all carriers. We had to adjust our minimum takeoff fuel by 300 pounds due to delays; when we were given a taxi burn of 300 pounds; plus Dispatch added 200 pounds. Even single engine taxi didn't help. Enroute fuel burn is too optimistic; with a planned Top of Descent too close to ISP. ATC routinely starts us down 100-120 NM earlier than the flight plan estimates. A divert fuel burn from ISP to [alternate] assumes a direct routing and climb to optimum altitude. This will not happen in this crowded airspace without declaring minimum fuel! A more ATC regional divert fuel planning calculation needs to be formulated for these crowded airspace considerations.
A flight crew executed a wind shear warning go around at ISP and because of strong winds diverted to nearby airport; but declared minimum fuel because alternate fuel planning in the northeast corridor is not realistic considering traffic and ATC workloads.