Narrative:

While on approach we were dealing with very strong winds on the surface; with gusts up to 48kts and a windshear report of loss/gain +/- 15 kts from another aircraft ahead. Our first approach resulted in a go around. After executing the go around we determined we did not have enough fuel to attempt to divert. All of the airports we could have diverted to were just as windy; so we decided the best course of action was to stay in the area instead of diverting; and then only having enough fuel for one approach at our alternate airport.we heard another plane get in so we set up for our second approach. While intercepting the localizer; we received clearance for the approach and were told to maintain 4000 until established. Because of the stress of the wind; aircraft configuration; decreasing fuel supply and running checklists; we lost track of our clearance and proceeded to descend to 3500 (the altitude listed for the initial approach fix) before we were established. This caused an RA with another aircraft; which was below us. The ca complied with the RA and it was a nonevent. We climbed back to 4000 and proceeded with the approach; this time resulting in a landing. We taxied to the gate with no issues. In the future we will slow down our decision making and will better deal with the distractions.

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Original NASA ASRS Text

Title: CRJ-200 First Officer reported a go-around due to windy conditions. The crew decided to try another approach during which they descended below their assigned altitude which caused a TCAS RA. The second approach resulted in a landing.

Narrative: While on approach we were dealing with very strong winds on the surface; with gusts up to 48kts and a windshear report of loss/gain +/- 15 kts from another aircraft ahead. Our first approach resulted in a go around. After executing the go around we determined we did not have enough fuel to attempt to divert. All of the airports we could have diverted to were just as windy; so we decided the best course of action was to stay in the area instead of diverting; and then only having enough fuel for ONE approach at our alternate airport.We heard another plane get in so we set up for our second approach. While intercepting the localizer; we received clearance for the approach and were told to maintain 4000 until established. Because of the stress of the wind; aircraft configuration; decreasing fuel supply and running checklists; we lost track of our clearance and proceeded to descend to 3500 (the altitude listed for the initial approach fix) before we were established. This caused an RA with another aircraft; which was below us. The CA complied with the RA and it was a nonevent. We climbed back to 4000 and proceeded with the approach; this time resulting in a landing. We taxied to the gate with no issues. In the future we will slow down our decision making and will better deal with the distractions.

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.