Narrative:

Upon arrival into santa fe; all was normal. We planned the descent for 250 kts and 17;000 ft; 30 miles out. Current ATIS at our time of arrival was broadcasting visuals to runway 20. The winds were reported at 260/15 and gusting to 21. We called the field in sight and was cleared visual approach for runway 20. We set up for a left downwind. Upon arrival we had briefed the RNAV (GPS) 20 with the possibility of using the visual 20. On the downwind I asked the first officer to load the visual approach for 20 in the FMS to replace the RNAV (GPS) 20. The reason for this is the GPS does not align with the runway and I wanted to have the runway centerline extended with vertical guidance from the snowflake. The first officer entered and we executed. On the downwind we began to configure flaps 8 and 20; towered cleared us to land reporting winds at 260/16. On base we lowered gear and flaps 30; at approximately 5 miles from the runway we turned final. Once established we configured flaps 45 and completed the landing checklist. Established and followed the snowflake down.at approximately 1200 ft we received an increasing performance windshear with amber indication. My initial reaction was to pull the nose up slightly preparing to go around. As I did this; I realized we were on speed (top of the bucket was my target for the winds); aligned with runway centerline; on snowflake; and no unusual power settings (at this point N1 was approximately 68%). I immediately believed this indication was associated with the crosswind and gusty conditions. Skies were clear and there was no microburst or convective type activity so I decided to continue approach. The windshear alert went away; however; because of the immediate distraction it caused and my initial instinct was to perform a go around I found myself slightly high on the snowflake (snowflake was just below the horizon). We were however; lined up with runway and on speed. I increased the rate of descent to recapture the snowflake which began to come back up and was touching the horizon; although we were still slightly high. At 1;000 ft we were on speed; configured; engines spooled but still slightly high. At 500 ft the first officer stated 'stable'; again we were on speed; engines spooled and the snowflake touching the horizon (VASI was showing slightly high) as we approached the runway; 'sink rate' activated twice. We touched down in the touchdown zone as normal; landing was normal; and exited the runway at taxiway D1 without any significant braking. Operating in and out of santa fe there are numerous threats. We contend with mountainous terrain; high concentrations of GA traffic; and varying weather conditions. On this day; the weather was very nice; however; there were gusty winds. Additionally; the threat was the increasing performance windshear indication and the distraction that it caused when activated. Further complicating the approach with the resulting higher than normal altitude. I have thought about this approach many times since the event. I guess we always replay our flights and when things of this nature happen we constantly replay to make sure we made the right decision. In reflection; there are several things I would have done differently. While we made sure we were configured early and at the appropriate altitudes I failed to brief the possibility of a windshear warning associated with the windy conditions which allowed it to become a distraction. Furthermore; while we were configured and conditions warranted a continued visual approach; the moment the windshear warning activated and I allowed it to distract me I should have continued with my original instinct to go around. Beyond that I should have not have continued the visual approach when I was high; no matter if it was slight or by a significant amount. In the future; for my personal briefing; whether I am flying the approach or the first officer into windy conditions; I am going to include a discussion of the possibility of a windshear warningand what our plan will be. While there is always consideration of the terrain that santa fe poses; I believe on a visually clear day and light GA traffic; a normal go around would have been no extraordinary event and would have been the safest course of action.

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Original NASA ASRS Text

Title: CL-65 Captain reported continuing the approach to a landing after receiving a windshear warning at 1200 feet AGL.

Narrative: Upon arrival into Santa Fe; all was normal. We planned the descent for 250 kts and 17;000 ft; 30 miles out. Current ATIS at our time of arrival was broadcasting visuals to RWY 20. The winds were reported at 260/15 and gusting to 21. We called the field in sight and was cleared visual approach for runway 20. We set up for a left downwind. Upon arrival we had briefed the RNAV (GPS) 20 with the possibility of using the Visual 20. On the downwind I asked the FO to load the visual approach for 20 in the FMS to replace the RNAV (GPS) 20. The reason for this is the GPS does not align with the runway and I wanted to have the runway centerline extended with vertical guidance from the snowflake. The FO entered and we executed. On the downwind we began to configure flaps 8 and 20; towered cleared us to land reporting winds at 260/16. On base we lowered gear and flaps 30; at approximately 5 miles from the runway we turned final. Once established we configured flaps 45 and completed the landing checklist. Established and followed the snowflake down.At approximately 1200 ft we received an increasing performance windshear with amber indication. My initial reaction was to pull the nose up slightly preparing to go around. As I did this; I realized we were on speed (top of the bucket was my target for the winds); Aligned with runway centerline; on snowflake; and no unusual power settings (At this point N1 was approximately 68%). I immediately believed this indication was associated with the crosswind and gusty conditions. Skies were clear and there was no microburst or convective type activity so I decided to continue approach. The windshear alert went away; however; because of the immediate distraction it caused and my initial instinct was to perform a go around I found myself slightly high on the snowflake (snowflake was just below the horizon). We were however; lined up with runway and on speed. I increased the rate of descent to recapture the snowflake which began to come back up and was touching the horizon; although we were still slightly high. At 1;000 ft we were on speed; configured; engines spooled but still slightly high. At 500 ft the FO stated 'Stable'; again we were on speed; engines spooled and the snowflake touching the horizon (VASI was showing slightly high) as we approached the runway; 'Sink Rate' activated twice. We touched down in the touchdown zone as normal; landing was normal; and exited the runway at taxiway D1 without any significant braking. Operating in and out of Santa Fe there are numerous threats. We contend with mountainous terrain; high concentrations of GA traffic; and varying weather conditions. On this day; the weather was very nice; however; there were gusty winds. Additionally; the threat was the increasing performance WINDSHEAR indication and the distraction that it caused when activated. Further complicating the approach with the resulting higher than normal altitude. I have thought about this approach many times since the event. I guess we always replay our flights and when things of this nature happen we constantly replay to make sure we made the right decision. In reflection; there are several things I would have done differently. While we made sure we were configured early and at the appropriate altitudes I failed to brief the possibility of a WINDSHEAR Warning associated with the windy conditions which allowed it to become a distraction. Furthermore; while we were configured and conditions warranted a continued visual approach; the moment the WINDSHEAR warning activated and I allowed it to distract me I should have continued with my original instinct to go around. Beyond that I should have not have continued the visual approach when I was high; no matter if it was slight or by a significant amount. In the future; for my personal briefing; whether I am flying the approach or the First Officer into windy conditions; I am going to include a discussion of the possibility of a WINDSHEAR warningand what our plan will be. While there is always consideration of the terrain that Santa Fe poses; I believe on a visually clear day and light GA traffic; a normal go around would have been no extraordinary event and would have been the safest course of action.

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.