CL65 FLT CREW EXPRESS THANKS TO BUF TWR AND APCH CTL FOR ASSISTING IN GPWS GARS DUE TO WINDSHEAR.

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DURING 2 ILS APCHS TO RWY 23 IN BUF; WE HAD TO EXECUTE 2 GARS DUE TO WINDSHEAR WARNINGS ASSOCIATED WITH OUR GPWS. FLT CONDITIONS WERE IMC DURING MOST OF THE APCH; MODERATE TURB AND SURFACE WINDS 240 DEGS AT 29 KTS GUSTING TO 45 KTS. SEVERAL ACR'S AND OTHER AIRPLANES MADE APCHS TO LNDG DURING OUR FIRST 2 ATTEMPTS. HOWEVER; FOR SAFETY REASONS WE INITIATED GAR'S FOR WINDSHEAR ALERTS AND WARNINGS. DURING BOTH GAR'S; OUR WORKLOAD WAS VERY HIGH DUE TO THE FACT THAT THIS IS NOT A MANEUVER WE DO ON A REGULAR BASIS. IT'S DIFFERENT FROM A REGULAR MISSED APCH BECAUSE WE DO NOT CHANGE CONFIGN OF THE ACFT UNTIL CLR OF THE SHEAR. OUR FIRST GAR; WE WERE GIVEN 2500 FT ALT FOR LEVELOFF AND RWY HDG. THIS HAPPENS EXTREMELY FAST BECAUSE OF THE HIGH THRUST SETTING AND HIGH ANGLE OF ATTACK THAT IS GENERATED BY THE FLT DIRECTOR. WHEN YOU CLR THE SHEAR; THE AIRSPD CAN BE VERY HIGH AND IT CAN BE VERY TASKING TO KEEP THE AIRSPD STABLE; TO LEVEL OFF AT AN ALT AND MAINTAIN HDGS; ETC. ON THE SECOND GAR; I ASKED ATC FOR A HIGHER ALT AND THIS WAS MUCH EASIER FOR THE PLT TO LEVEL OFF AND MAINTAIN HIS AIRSPD; ETC. HUMAN PERFORMANCE ON THE PLT'S PART IS CHALLENGED BECAUSE THIS MANEUVER IS MOST OFTEN DONE IN THE SIMULATOR; WHEN YOU ARE EXPECTING IT. THINGS WE DON'T DO OFTEN BECOME MORE DIFFICULT BECAUSE OF LACK OF RECENCY/EXERCISE. I THINK IT IS IMPORTANT FOR US TO CONTINUE TO FOCUS ON THESE TYPES OF MANEUVERS IN TRAINING EVENTS SO WE ARE PREPARED FOR THEM WHEN THEY OCCUR ON-LINE. I THINK ATC DOES AN EXCELLENT JOB OF WORKING WITH PLTS TO ACCOMMODATE OUR REQUESTS FOR THINGS LIKE HIGHER ALTS AND HDGS; ETC. THEIR UNDERSTANDING THAT WE ARE IN A HIGH WORKLOAD CONDITION IN THESE SITS IS VERY IMPORTANT; AND THEY CAN MAKE OUR JOB MUCH LESS TAXING. NORMALLY; AND IN THIS SIT; BOTH PLTS AND ATC WORK WELL TOGETHER; AND I BELIEVE THIS IS AN ESSENTIAL SAFETY LINK IN AVIATION.