EMB-170 flight crew reported wind shear conditions on final approach and on the go-around resulting in a momentary loss of aircraft control; and altitude deviation. The flight crew landed safely on the second approach.
Synopsis
EMB-170 flight crew reported wind shear conditions on final approach and on the go-around resulting in a momentary loss of aircraft control; and altitude deviation. The flight crew landed safely on the second approach.
Narrative
From ZZZ1 to ZZZ on Day 0; flying flight ABCD; we encountered windshear with immediate windshear warning at approximately 400 AGL flying the ILS XXL approach. I as Captain immediately said my controls"; taking the controls from my First Officer (FO); and flew the escape maneuver with the Autopilot and auto throttles off. My FO immediately transitioned to my previous position of pilot monitoring; performing very well in her duties. As soon as we informed Tower that we encountered windshear and were going around; Tower assigned us a left turn with climb to 3000 when able; which we acknowledged. Following our left crosswind turn to the assigned heading; and as we were continuing to clean up flaps and airspeed; we ended up climbing above the initially assigned 3000 foot altitude because we re-encountered very strong windshear and were again fighting to maintain airspeed and altitude. We also very briefly received stick shaker due to a very rapid shear and the resulting change in airspeed/aerodynamics. As required; I immediately pushed the throttle full forward and the nose down. The shaker was only active for approximately 1 second at most. No stall shudder was received; just the momentary stick shaker activation. We eventually leveled at slightly over 3800 feet. We informed the controller that we were now leveling closer to our current ALT of 3800 and would begin a descent to 3000 as soon as we were safely able. The controller said it was ok to do that and understood; requesting we still go down to 3000 when able. They seemed to understand our situation and have no issue with us having gone higher than initially assigned. Once again stable; we received another turn to the left on a downwind heading where we were finally able to fully descend to 3000. There were no further issues and we finished cleaning up the plane with the after takeoff checklist being properly completed. As a crew; we utilized proper CRM and discussed how to safely proceed. I as the more experienced pilot maintained pilot flying duties; sourcing the plane to my side; for the remainder of the flight. We requested a wind check from ATC and asked if there was further windshear at the field prior to making our decision to try the approach again. ATC had advised they thought we just had bad timing when we encountered the windshear on our first approach and didn't seem to indicate we'd have further issue near the ground. They informed us of the current winds and that it was still gusty. I decided following our discussion as a crew that it was acceptable to begin reconfiguring for another full ILS approach to XXL; with my FO being in agreement. I then asked my FO to request vectors to an extended final for the full ILS XXL approach so that we could safely get correctly on speeds; fully re-configured; and briefed; which was agreed to with proper clearances being given to us by ATC. We knew there was a chance we'd re-encounter windshear during the second approach. Prior to both approaches; not just the second attempt; we as a crew thoroughly discussed what to do if we go around or need to perform an escape maneuver; and/or need to divert to our ALT if not able to safely land in ZZZ. Weather; especially winds; were a know risk to our safety of flight and we did our best to properly prepare. Thankfully the second approach and landing was completed safely. No aircraft limitations were exceeded and no EICAS messages were received. We also did not receive a request to contact ATC or receive any phone numbers to call from ATC. All SOP's and regulations were properly complied with at all times by our crew; with safety being our number one priority.Cause: High winds with gusts at arrival airport with windshear warning received in plane during arrival. Suggestions: Windshear event and escape maneuver performed to SOP standards."
Second reporter narrative
From ZZZ1 to ZZZ on Day 0; flight ABCD; we encountered windshear with immediate windshear warning at approximately 400 AGL flying the ILS XXL approach. During our approach briefing we discussed wind shear as one of the threats being that it was reported in the vicinity on the ATIS. We got a wind check from Tower as we established on the approach and checked once again to make sure everything was within limits. When we encountered the wind shear; my Captain immediately said 'my controls'; and took the controls; and flew the escape maneuver with the Autopilot and auto throttles off. I gave the aircraft to the Captain and transitioned to pilot monitoring. As soon as we informed Tower that we encountered windshear and were going around; Tower assigned us a left turn with climb to 3000 when able.We began our left crosswind turn to the designated heading and were cleaning up flaps and airspeed. At this point; we re-encountered windshear; based on dramatic airspeed changes; my Captain and I began focusing on maintaining airspeed and altitude. My Captain was putting the correct inputs in when a very rapid shear resulted in change in airspeed/aerodynamics resulting in the stick shaker briefly enacting. My Captain once again correctly used the appropriate adjustments by placing full throttle and allowing the nose to come down. Due to the shear and shaker; we eventually leveled at slightly over 3800 feet.I noted the altitude discrepancy to the Captain who was concentrating on making sure we were stable and safely avoiding the weather conditions before correcting the altitude. I then checked in with the new controller. I told him our current altitude and that we were correcting back to the assigned altitude. ATC gave us the newest altimeter setting and told us airspeed was our discretion. I also let ATC know we were constantly getting airspeed fluctuations of +/-20 knots. My Captain corrected for the altitude and we got a further turn onto a downwind. From there we requested to remain on the downwind heading so we could plan our next steps.We asked ATC if they had any more reports of wind-shear at the field prior to making our decision to try the approach again. ATC advised they thought we just had bad timing when we encountered the windshear on our first approach and didn't think it was indicative of further issues. All they were seeing were wind gusts. At this point; we discussed the Captain officially sourcing the aircraft to his side and landing the aircraft.The second approach and landing was completed safely.No aircraft limitations were exceeded and no EICAS messages were received. We also did not receive a request to contact ATC or receive any phone numbers to call from ATC. All SOP's and regulations were properly complied with at all times by our crew; with safety being our number one priority.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.