Narrative:

During taxi out; lga went into a ground stop. We shut both engines down while waiting it out. We were released within an hour and departed. There was intermittent to continuous light chop at all altitudes; but the flight was uneventful. I was pilot flying (PF). Pilot monitoring (pm) first officer (low time) asked if he could land in lga since he was unable to the night before ([the airport] was using the ILS precision runway monitors (prm) which is ca only). I said we'd wait and see what the winds were doing.he pulled up lga ATIS which showed winds exceeding low time first officers' limitation of 15 KTS. So that discussion ended. Once closer; I briefed the ILS 22 lga. It was gusty with winds shifting constantly as remarked by the pm. Moderate turbulence on final from 15 miles out. I stated we'd break off the approach if it the turbulence got any stronger. I asked/reminded him to call out any deviations he saw.while descending; we were +/- 10-15 KTS. Around 100-200 feet from TDZ we received an aural wind shear warning (+10-15 to +20-25 KTS). I pushed the thrust levers to firewall thrust. Within seconds we were out of it. As we began cleaning up/go around; we received a high speed aural warning. Pm stated this happened as flaps were in transit from 5 to 2. Speed showed 189 for 2-3 seconds as I was pitching up and executing a go around. We complied with ATC instructions and given vectors that became a modified hold.dispatch was notified; made a PA to passengers and bingo fuel determined. ATIS for alternate had been retrieved at some point. Honestly; I don't recall when. No one was getting into lga. They said they were looking at changing runways. Bingo fuel was reached a few minutes later. Pm told ATC we are diverting. ATC asked if we wanted to see if the guy on approach got in. We couldn't stick around make another attempt with the high probability of going missed due to the fuel so we diverted. Dispatch notified. We proceeded towards [alternate]. Dispatch sent us [alternate] weather.we declared minimum fuel so that we could avoid any unnecessary delays. Notified dispatch of this as well. We stayed at 10;000 feet until necessary to descend. Runway xx was in use; but we requested the RNAV xy since the winds were favoring it and the weather allowed for the approach. We landed at or near reserve fuel. Reserve fuel was 2383. We taxied to gate with two engines. The visibility had deteriorated and contamination was present; although minimal.once the engines were shut down our fuel showed 2250. I talked with the gate agent regarding the situation (dispatch and [alternate airport] operations did a great job coordinating) and informed him that it was best to deplane because we could be there a while. I wrote up the flap over speed which was in addition to the chronometer on the clock (dispatch/maintenance notified enroute). I contacted dispatch and maintenance. Contract maintenance arrived quickly and inspected the flaps. They noted no defects/issues and signed the logbook off after completing a phase I inspection. We waited 3 1/2-4 more hours; then departed to lga.

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Original NASA ASRS Text

Title: Flight encountered wind shear on short final; executed a go-around; and due to adverse weather; diverted to a landing.

Narrative: During taxi out; LGA went into a ground stop. We shut both engines down while waiting it out. We were released within an hour and departed. There was intermittent to continuous light chop at all altitudes; but the flight was uneventful. I was Pilot Flying (PF). Pilot Monitoring (PM) FO (low time) asked if he could land in LGA since he was unable to the night before ([the airport] was using the ILS Precision Runway Monitors (PRM) which is CA only). I said we'd wait and see what the winds were doing.He pulled up LGA ATIS which showed winds exceeding low time First Officers' limitation of 15 KTS. So that discussion ended. Once closer; I briefed the ILS 22 LGA. It was gusty with winds shifting constantly as remarked by the PM. Moderate turbulence on final from 15 miles out. I stated we'd break off the approach if it the turbulence got any stronger. I asked/reminded him to call out any deviations he saw.While descending; we were +/- 10-15 KTS. Around 100-200 feet from TDZ we received an aural wind shear warning (+10-15 to +20-25 KTS). I pushed the thrust levers to firewall thrust. Within seconds we were out of it. As we began cleaning up/go around; we received a high speed aural warning. PM stated this happened as flaps were in transit from 5 to 2. Speed showed 189 for 2-3 seconds as I was pitching up and executing a go around. We complied with ATC instructions and given vectors that became a modified hold.Dispatch was notified; made a PA to passengers and bingo fuel determined. ATIS for alternate had been retrieved at some point. Honestly; I don't recall when. No one was getting into LGA. They said they were looking at changing runways. Bingo fuel was reached a few minutes later. PM told ATC we are diverting. ATC asked if we wanted to see if the guy on approach got in. We couldn't stick around make another attempt with the high probability of going missed due to the fuel so we diverted. Dispatch notified. We proceeded towards [alternate]. Dispatch sent us [alternate] weather.We declared minimum fuel so that we could avoid any unnecessary delays. Notified Dispatch of this as well. We stayed at 10;000 feet until necessary to descend. Runway XX was in use; but we requested the RNAV XY since the winds were favoring it and the weather allowed for the approach. We landed at or near reserve fuel. Reserve fuel was 2383. We taxied to gate with two engines. The visibility had deteriorated and contamination was present; although minimal.Once the engines were shut down our fuel showed 2250. I talked with the gate agent regarding the situation (Dispatch and [alternate airport] operations did a great job coordinating) and informed him that it was best to deplane because we could be there a while. I wrote up the flap over speed which was in addition to the chronometer on the clock (Dispatch/Maintenance notified enroute). I contacted Dispatch and Maintenance. Contract Maintenance arrived quickly and inspected the flaps. They noted no defects/issues and signed the logbook off after completing a Phase I inspection. We waited 3 1/2-4 more hours; then departed to LGA.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.