Narrative:

Aircraft X [operating] to cyul with divert to btv. I (captain) was pilot flying. On arrival to montreal 24L the aircraft in front of us reported poor braking action and sliding on the runway so we went missed. They were going to put us number four in line to try again for 24R but considering fuel and weather we decided to immediately divert to btv. It was very windy and turbulent on approach into btv. On the approach at around 1000 feet we got a red wind shear and went missed. During the execution of the wind shear missed approach the stick shaker went off for a split second and went away due to the turbulence; and we got the autopilot fail message. We came back around for another attempt; at this point we were at about 1900 fuel on board (fob) and options were dwindling. On the next attempt; at about 1000 feet; we got the red wind shear again. Considering that the wind shear was not associated with a thunderstorm; our fuel situation; other possible alternates within range likely to also have wind issues; and the reasonably high altitude of the wind shear warning; I used my captain's authority to disregard the wind shear warning and continue the approach. I put her down safely in btv. We refueled and continued on to montreal.btv was a terrible alternate. The taf did not look so bad but it was bad when we got there. More fuel would have been nice to have. I overshot our missed approach altitude of 3000 feet by 3 or 400 feet because I was and fighting the turbulence with no autopilot as it kicked off with the shaker and troubleshooting that was at the bottom of my list of importance. Threats were mountains; winds; wind shear; runway icing in cyul; bad options for other alternates; and minimal fuel.it would be nice to not always be so tight on fuel; it seems like the company often gives us the minimum required by law and you can quickly run out of options. We diverted immediately from montreal and still were in a bad spot at btv. I believe I made the correct decision in disregarding the wind shear alert on the second approach and landing the plane; we would have been well into reserve fuel if I went missed again. I don't remember the winds now I'm tired and did 3 more legs after that; but it was windy; significantly windy; and we should be more mindful of that when choosing alternates especially at the dispatch level and also at the pilot level. And if I had more fuel I would have gone missed again and not disregarded the second red wind shear alert. And the dispatcher did a good job dealing with the situation with us; it was just a bad alternate.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier flight crew reported a diversion to BTV after runway conditions deteriorated at CYUL. Captain reported BTV was not a very good alternate; but due to their fuel state elected to successfully land even though he received a windshear alert on the second approach.

Narrative: Aircraft X [operating] to CYUL with divert to BTV. I (Captain) was pilot flying. On arrival to Montreal 24L the aircraft in front of us reported poor braking action and sliding on the runway so we went missed. They were going to put us number four in line to try again for 24R but considering fuel and weather we decided to immediately divert to BTV. It was very windy and turbulent on approach into BTV. On the approach at around 1000 feet we got a red wind shear and went missed. During the execution of the wind shear missed approach the stick shaker went off for a split second and went away due to the turbulence; and we got the Autopilot fail message. We came back around for another attempt; at this point we were at about 1900 Fuel on Board (FOB) and options were dwindling. On the next attempt; at about 1000 feet; we got the red wind shear again. Considering that the wind shear was not associated with a thunderstorm; our fuel situation; other possible alternates within range likely to also have wind issues; and the reasonably high altitude of the wind shear warning; I used my captain's authority to disregard the wind shear warning and continue the approach. I put her down safely in BTV. We refueled and continued on to Montreal.BTV was a terrible alternate. The TAF did not look so bad but it was bad when we got there. More fuel would have been nice to have. I overshot our missed approach altitude of 3000 feet by 3 or 400 feet because I was and fighting the turbulence with no autopilot as it kicked off with the shaker and troubleshooting that was at the bottom of my list of importance. Threats were mountains; winds; wind shear; runway icing in CYUL; bad options for other alternates; and minimal fuel.It would be nice to not always be so tight on fuel; it seems like the company often gives us the minimum required by law and you can quickly run out of options. We diverted immediately from Montreal and still were in a bad spot at BTV. I believe I made the correct decision in disregarding the wind shear alert on the second approach and landing the plane; we would have been well into reserve fuel if I went missed again. I don't remember the winds now I'm tired and did 3 more legs after that; but it was windy; significantly windy; and we should be more mindful of that when choosing alternates especially at the dispatch level and also at the pilot level. And if I had more fuel I would have gone missed again and not disregarded the second red wind shear alert. And the dispatcher did a good job dealing with the situation with us; it was just a bad alternate.

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.