FLC ENCOUNTERS GPWS AND WIND SHEAR WARNINGS.

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ON ARR TO ATLANTA TSTMS AROUND ARPT; DID SOME DEV ON MACEY ARR. ON DOWNWIND ATC ADVISED ME THAT RWY 8L WAS CLOSED DUE TO WX ON FINAL EXPECT RWY 9R. ATC HAD ME HIGH; BUT THEN TURNED ME ON BASE DUE TO HIM NOW TRYING TO PULL ALL PLANES ON 1 RWY; ATC WAS VERY BUSY. ATC TURNED ME TOO CLOSE TO OM; PUTTING ME HIGH AND NOT YET ON THE LOC SO I COULD NOT DSND. TRYING TO SALVAGE APCH INCREASED SINK RATE TO GET ON PROFILE; ABOUT 6 MI OUT I DECIDED TO GAR; AS I MADE THIS DECISION THE GPWS WENT OFF DUE TO SINK RATE. AS I EXECUTED GAR PROC TWR SAID TURN R 180 DEGS CLB 3500 FT. AS I STARTED TURN AND CLB I RECEIVED AN ORAL WIND SHEAR WARNING ALONG WITH RED FLASHING LIGHTS. FIREWALL PWR WAS APPLIED AS PROC. ACFT SHOWED NO SIGNS OF A WIND SHEAR OTHER THAN SYS WARNING. ATC ADVISED NO OTHER ACFT HAD RPTED ANY PROBS; WE WERE VECTORED AROUND MADE A STABLE APCH TO AN UNEVENTFUL LNDG. A PART OF ME QUESTIONS THE WIND SHEAR SYS BUT AS HISTORY HAS SHOWN THE PLANE BEFORE; AND THE PLANE AFTER HAS NO IMPACT ON THE PLANE WITH THE WIND SHEAR. I BELIEVE THE CONTRIBUTING FACTORS ARE HIGH DENSITY ARPTS WITH TSTMS; ATC CTLRS ALONG WITH PLT TRYING TO LAND ALL AIRPLANES BEFORE WX HITS. THE CTLRS TEND TO EXPECT THE PLANES TO FLY FAST TIGHT APCHS WHEN THE WX IS DOWN THAT WE CAN WHEN IT IS GOOD. AS A CAPT I IN THE FUTURE WILL TERMINATE APCH EARLIER AS SOON AS I SEE THE CTLR HAS PUT ME IN AN IMPROPER POS FOR APCH. W ALSO NEED MORE RELIABLE WIND SHEAR DETECTION. BAD INFO CAN BE WORSE THAN NO INFO.