EMB-170 Flight Crew reported a wind shear event during final approach in turbulent conditions. The Flight Crew executed a successful wind shear recovery procedure which caused momentary airspeed and altitude deviations.
Synopsis
EMB-170 Flight Crew reported a wind shear event during final approach in turbulent conditions. The Flight Crew executed a successful wind shear recovery procedure which caused momentary airspeed and altitude deviations.
Narrative
During my approach on the ILS X into ZZZ; I initiated a go-around just passed or around ZZZZZ FAF due to what I believe was a wind-shear downdraft. The ZZZ1 area was covered with moderate turbulence and thunderstorms were moving through the sector. Prior to the approach I briefed the PM on a possible wind-shear escape maneuver should the possibility arise. The ATIS was not reporting wind-shear and it seemed the other traffic ahead of us were getting into ZZZ just fine. We had just flown in on the ZZZZZ1 arrival with very strong moderate turbulence all the way in. As we were cleared for the approach I selected flaps and gear down on normal schedule and complied with the speed restrictions given to us by ATC. As we turned final I could see an ominous looking cloud that appeared to be moving across the path to the runway at the FAF ZZZZZ. In a break in the cloud I could visually see the runway lights off and on. I prepared for the possibility that the cloud would emanate some turbulence. As we passed through it on the backside of it I felt the airplane get rolled to the right and I felt the plane being pushed down.We did not receive any wind-shear warnings or cautions aurally. I counteracted as it was being forced down and then I felt the airspeed dropping rapidly. I felt as if a downdraft was causing us to be pushed down at an uncontrollable rate. At that point I knew we needed to apply power and climbout of it. I initiated a go-around thinking it was wind-shear pushing us down. I also heard a 'caution obstacle' message. Initially; as I added power it seemed like we were not able to climb immediately. The go around was not perfect but we quickly became busy as I felt we had a terrain issue along with the wind shear. Then we cleared the wind shear and we started climbing rapidly and our speed quickly became very high and we were very close to our go around altitude of 2000 already. The PM informed the Tower that we were going around for wind shear in which they provided a heading and altitude of 2000. I knew we were about to blow through that altitude so I had him ask for a higher altitude. We over flew the altitude by around 300 ft. The Tower did not want to give us higher as they 'did not control that airspace'. Eventually we went over to Approach and they provided us 4000 ft. I received a high speed message during the event; as the flaps were still extended and in transition and sometime during all this I asked for the gear to be retracted and then flaps 2 which was out of order.I also called for FL 210 but the cockpit became very busy quickly and we did not get it set right away as the aural high speed message was going off along with trying to listen to ATC. I became concerned with the high speed and trying to comply with the ATC altitude. We eventually cleaned up the plane and reengaged automation. The event certainly shook both of us up; however after we had the aircraft under normal flying conditions we briefed the passengers of what happened; loaded another approach; and returned for a second and successful landing. I should have done better with my call outs and procedures. I should have at least called TOGA; and once clear of the shear: flaps 2; (positive rate) gear up; and FLCH 210. Adding the amount of power I did felt right as we seemed to be rolling and descending in the wrong direction and I felt we needed to climb immediately. However; I was also distracted trying to keep us from climbing too far above our target altitude and got behind on the recovery.
Second reporter narrative
I do want to preface this account by saying my memory of the events is not very clear; and after the moment we began the go-around; the exact timing and what happened became a blur of events. I was PM on Aircraft X from ZZZ2 to ZZZ. We had started our day at XA:30pm and dealt with delays getting in to ZZZ2 due to thunderstorms. Both our flights from ZZZ to ZZZ2 and from ZZZ2 to ZZZ were filled with multiple areas of convective activity and associated turbulence. As we approached ZZZ; the field had some thunderstorms in the area but the latest ATIS was showing a good prognosis with winds dying down to something like 160 at 7 kts or so. Approach had vectored us around at 4;000 or so and the entire time at that altitude we were dealing with moderate turbulence. The Captain (CA) had to override the auto throttles during this time to keep the speed under control. I do recall the CA briefed the wind shear escape maneuver before we set up for the approach as well.Eventually we got vectored southwest and then set up on final for the ILS X. We were told to slow to 160 kts till ZZZZZ and cleared for the approach. Shortly before the FAF; the CA had given me the proper commands to fully configure the plane and we were stabilized at about 1;700 feet. I'm not really sure when the CA switched to green needles; or when the Autopilot (AP) was kicked off as the approach does require it (I believe it was right before we passed the FAF). As we neared ZZZZZ; we could see the runway and lights below several scattered cloud layers. There was an almost a U shaped thin cloud in front of us that rose a couple hundred feet on both sides of the aircraft. We passed right through the middle of this cloud and it was about this time that the approach completely fell apart. I recall seeing the speed start to bleed off pretty quickly; almost 10 kts past our speed. The CA responded by moving the throttles forward quite aggressively and the speed started to come back. However it felt like we were dropping aggressively and the plane had started a slight roll (10 degrees or so) to the right.I don't recall if this happened before or after the CA told me were going around; but we got an obstacle alert. The CA told me we were going around but didn't state the correct phrase (Go-Around; TOGA; Flaps 2). He did hit the TOGA button though and we began to get speed and altitude back. I remember trying to look at the EICAS and verify TOGA set but the screen was really dark and I couldn't verify it immediately. I do recall seeing something resembling 'obstacle proximity' on my Primary Flight Display (PFD) in red; and I think we got 1 aural 'OBSTACLE' alert; but the whole moment happened very quickly. I do remember that I eventually stated TOGA set after I was able to verify despite it being so dark. The last thing I remember about looking at the glide slope was that we were about a 1/2 to 3/4 dot low during the time the speed bled off abruptly. I was completely unsure as to what we were dealing with since we didn't get a single wind shear alert; and Tower had not told us about any wind shear reports. The glide slope alert never went off either. Either way the go around was done incorrectly.As the CA hit TOGA and I tried to verify TOGA set; we neglected to move flaps to position 2 right away. I recall telling Tower we were going around and they told us to climb to 2;000 feet and fly heading 040. I think I missed a call; but with the alerts going off; it was extremely hard to focus on one thing at a time. The Captain asked for FLCH 210 and it was really hard to verify the correct button in the dark cockpit but I think I hit it and had 210 dialed in. At this point; the airplane was rocketing upwards and the speed was the only thing I remember going up a lot. The Captain told me gear up and I didn't even think to verify the flaps were at 2 before doing that. As a result we had the landing gear aural alert going off. Then CA told me to bring flaps to 2 and I did. Around thistime the airspeed had climbed significantly and the last number I remember was 240 and we started getting high speed (not sure if this was before or after flaps moved to 2). After I had verified the instructions from ATC; the CA told me we needed higher and I told ATC that. They told me they can't do that as they don't control that airspace.The CA also told me we needed to turn to the left to get out of whatever we were dealing with. I don't think I was able to pass that on as Tower was giving us a new frequency and asking if it was wind shear. We did blow through 2;000 and leveled at 2;200 I believe and then got cleared up to 3;000. Before switching I heard the Tower Controller tell the plane behind us that they were getting wind shear alerts for Runway X gain of 20 kts and another plane called up and said they gained 20 (not sure if it was arrival or departure). Eventually the CA called flaps up; and then said incrementally but I had mistakenly moved them up all the way. I then moved them back to position 1 and then up. Either way it was clear we had over-sped them. We cleaned up; switched over to Approach and got vectored around. We then shot the second attempt on the same approach with no issue. Once we landed the CA called Maintenance to inform them of the over speed event and write up the plane which had finished for the night. Overall we were completely caught off guard by this event as it was not expected and the weather conditions had been improving in the area as well. Both me and the CA were pretty shaken up by the event as the obstacle alert is something that neither of us ever expected to see; even with a wind shear event.It is also important to note that I don't believe ATC ever gave us a warning or talking to for exceeding our altitude of 2;000 feet on the go-around. While it's hard to remember the correct details; I think we responded appropriately by a go-around. However we should have done a wind shear escape procedure even though it was never annunciation. Secondly; even though we elected to do a go-around; we didn't use the correct callouts and as a result of that; ATC calls during the event; the obstacle alert; and other distractions; we caused the flap over speed. The go-around was also abnormal to me since we weren't below 1;000 feet and were pretty limited with the altitude available to climb. I think better CRM would have resulted in a correct go-around procedure or wind shear escape procedure as the whole event could be characterized with 'tunnel vision' on my part as well. I also should have the corrected the Captain from the moment we elected to go-around by taking control of the situation and configuring the airplane even if the Captain was distracted and didn't verbally tell me. ATC didn't help the situation as they did not immediately clear us to 3;000 feet and I was concerned with the 200 feet above assigned altitude that we had deviated from. This distracted me as well with helping to configure the aircraft. Overall; my lack of following the SOP in regards to callouts and actions exaggerated an already difficult situation.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.