Narrative:

I was acting as PIC and pilot monitoring of a flight to birmingham. We received a windshear warning and abandoned the approach to divert to ZZZ. About 25 minutes out from birmingham; I began setting up for the approach. I copied the ATIS and noticed that the winds were reported as 150 at 17 knots gusting to 30. So we set up for the GPS approach to runway 18. The first officer briefed the approach and we discussed the winds and the procedure in the event of windshear. We proceeded as normal with the descent checklist and received vectors on to the GPS approach. Prior to the final approach fix we called the field in sight and were cleared for the approach and contacted tower. We were cleared to land and the tower called the winds at 160 at 25 gusting to 35 knots. While we were on final; a 737 took off from runway 18 and did not report any windshear. We added 5 knots to our ref speed for the gust factor and were only seeing a gain in airspeed of roughly 10 knots.just after making the 500 foot call out; the tower reported the gusts were at 37 knots and almost simultaneously the red windshear warning displayed on the pfd along with the aural windshear warning. I called out 'windshear; go around' and the first officer pushed the thrust levers forward and called for max thrust. I reached over and pushed the thrust levers to the forward stops and then confirmed the spoilers were stowed and called 'thrust set; spoilers checked.' I then began calling our vertical speed which was climbing at 800 feet per minute. It remained at that rate until clear of the windshear and we rapidly climbed out to 3000 feet. We cleared the windshear within a few seconds. I don't believe I made more than two vertical rate call outs before the warnings extinguished. At that point we cleaned up the aircraft with the normal missed approach call outs.once clear of the windshear and cleaning up the aircraft; I notified tower of the event and that we were on the missed approach. Tower gave us a climb to 4;000 and runway heading and a hand off to departure. Departure cleared us to the spatt intersection to hold. Since we had about 7;800 pounds of fuel on board; we took some time to discuss the situation and formulate a plan. Both the first officer and I agreed that we did not want to attempt another approach into bhm. I sent an ACARS message to dispatch asking if they wanted us to continue to our filed alternate of ZZZ or if there was a better choice. The response was to head to ZZZ and that is what we did. While waiting to hear back from dispatch; I called the fas [and] informed them of the situation. Once we decided to head to montgomery; I made a PA to the passengers to inform everyone of the situation and the diversion. Once on the ground in ZZZ; we had to wait for about 15 minutes for a gate to open and then we deplaned while we waited for the weather to clear in bhm. We pushed about an hour and a half later to continue the flight.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported executing a go-around and diverting to an alternate after encountering windshear on final to BHM.

Narrative: I was acting as PIC and Pilot Monitoring of a flight to Birmingham. We received a windshear warning and abandoned the approach to divert to ZZZ. About 25 minutes out from Birmingham; I began setting up for the approach. I copied the ATIS and noticed that the winds were reported as 150 at 17 knots gusting to 30. So we set up for the GPS approach to runway 18. The First Officer briefed the approach and we discussed the winds and the procedure in the event of windshear. We proceeded as normal with the descent checklist and received vectors on to the GPS approach. Prior to the final approach fix we called the field in sight and were cleared for the approach and contacted tower. We were cleared to land and the tower called the winds at 160 at 25 gusting to 35 knots. While we were on final; a 737 took off from runway 18 and did not report any windshear. We added 5 knots to our ref speed for the gust factor and were only seeing a gain in airspeed of roughly 10 knots.Just after making the 500 foot call out; the tower reported the gusts were at 37 knots and almost simultaneously the red windshear warning displayed on the PFD along with the aural windshear warning. I called out 'windshear; go around' and the FO pushed the thrust levers forward and called for max thrust. I reached over and pushed the thrust levers to the forward stops and then confirmed the spoilers were stowed and called 'Thrust Set; spoilers checked.' I then began calling our vertical speed which was climbing at 800 feet per minute. It remained at that rate until clear of the windshear and we rapidly climbed out to 3000 feet. We cleared the windshear within a few seconds. I don't believe I made more than two vertical rate call outs before the warnings extinguished. At that point we cleaned up the aircraft with the normal missed approach call outs.Once clear of the windshear and cleaning up the aircraft; I notified tower of the event and that we were on the missed approach. Tower gave us a climb to 4;000 and runway heading and a hand off to departure. Departure cleared us to the SPATT intersection to hold. Since we had about 7;800 pounds of fuel on board; we took some time to discuss the situation and formulate a plan. Both the FO and I agreed that we did not want to attempt another approach into BHM. I sent an ACARS message to dispatch asking if they wanted us to continue to our filed Alternate of ZZZ or if there was a better choice. The response was to head to ZZZ and that is what we did. While waiting to hear back from dispatch; I called the FAs [and] informed them of the situation. Once we decided to head to Montgomery; I made a PA to the passengers to inform everyone of the situation and the diversion. Once on the ground in ZZZ; we had to wait for about 15 minutes for a gate to open and then we deplaned while we waited for the weather to clear in BHM. We pushed about an hour and a half later to continue the flight.

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.