Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach
Environment - Non Weather Related; Weather
On approach to ZZZZ it was the First Officer's leg. The airfield was configured for a north landing with winds gusting out of the north upwards of 40 knots. At approximately 500 feet I took the aircraft from the First Officer as he is new to the aircraft and the situation was getting out of his comfort zone. Shortly thereafter we got a windshear warning and went around. We had enough fuel to try again; which we did and I stayed on the controls. At almost the same altitude we encountered another windshear warning and went around again; this time heading directly for our alternate ZZZZ1. Once at our cruise altitude of FL220 neither ATC nor dispatch was able to get hold of anyone at the alternate airfield. With some communication with dispatch and ATC we made the decision to divert to ZZZZ2. By this time we were getting really low on fuel.We landed at ZZZZ2 with just over 1100Lbs of fuel. Extremely gusty conditions. Our alternate airfield should have been open for us but was not. I'm not sure where the breakdown occurred that led to [our alternate] not being open but this should NOT happen; ever!
FO's leg - turbulent all day; everywhere we went - configured for flaps 22 with winds gusting about 36 knots; FO said: 'Let's review callouts for Go-Around because I have a feeling we are going to have to go around.' We discussed how; in case of windshear (which had been reported at the field) we would not change configuration until safely out of WS. At about 500 feet AGL FO asked Captain to take the aircraft because of being new (second trip off IOE) and it was obvious this was serious gust / crosswind. Within a few seconds of positive exchange of the controls; we received Windshear message and red message. Go around was executed. FO called tower to say we were going around due to windshear. We climbed out at 200 knots and set up to try approach again - experienced same message at the same time / place / altitude as on first attempt. At this time FO told ATC that we needed to divert and we contacted Center. Center asked us to state intentions. FO said: we need to divert and ZZZZ1 is our alternate and we need a heading please. Center said ZZZZ1 was closed could we go to ZZZZ2 and about this time we told dispatch we needed to divert and dispatch said that ZZZZ1 was waiting for us. We relayed this message to Center and he said he was calling them to see if they would stay open for us and then (a minute or two later) he said he got no response from ZZZZ1 and asked again if we could to to ZZZZ2. FO said; 'negative due to fuel.' At this time captain said to tell Center we were 'Emergency Fuel.' About this same time; captain did some calculations and was also communicating with dispatch via ACARS and said; 'Yes. tell him we will go to ZZZZ2.' I believe at this time we had about 2300 pounds of fuel. The weather was very good at ZZZZ2 and we got priority handling. When we rolled off the runway we had about 1100 pound of fuel. The captain was PF from the time of the first exchange of controls; and from then on out. We were on final/short final and the FO noted the approach lights and airport in site and calm winds; when a green laser was detected off right side of the Aircraft. The FO said; 'do not look outside.' The captain asked what it was and FO said; 'Don't worry about it - I'll tell you on the ground. I think it was a laser.' Obviously the fuel management took priority at this time and we both agreed we should not go around; but land. Our alternate was in the mountains at night. On paper it seemed like we had plenty of fuel.I suppose our second approach attempt ate into that and then; due to no radio contact with ZZZZ1; our alternate choice was further than planned. Also; once we got on the ground ZZZZ2 had no stairs to accommodate our aircraft and our passengers eventually deplaned in a somewhat risky situation. Then; once at the hotel; we waited over an hour to actually get room keys. In windshear I would probably not attempt a second approach but go to the alternate after one missed approach. Also; look very closely at the services available at the filed alternate and other airports in the vicinity. The captain was very calm and managed the situation appropriately given the remaining options.
EMB-145 flight crew reported diverting to a second alternate after two go-arounds at the original destination and the primary alternate being closed.