Narrative:

Flight to ZZZ. We executed two missed approaches into ZZZ because of winds in excess of 50 knots at ZZZ. After the second missed approach we proceeded to the planned alternate; which was pit. When we left ZZZ for pit the winds on ATIS at were 240 at 20 knots gusting 34 knots. When we were approaching we received ATIS and winds were 270 at 30 knots G53 knots and gains and losses of 20 knots on final were reported. We briefed 28L visual approach and talked about all the ramifications of very gusty winds on final. We had fuel for the first approach and one very quick go around and return to pit if absolutely necessary. We discussed using my captain's authority to land above the 50 knots and the possibility of an unstable approach using [company] and FAA policies and go-around procedures. We did not have the fuel to go anywhere else.we intercepted final for 28L and tower reported the winds gusting to 44 knots and down the runway (I don't remember the exact winds; but I do know they were gusting to somewhere in the mid 40 knots). We were experiencing light and occasional moderate turbulence at this point. Tower cleared us to land on 28L. We intercepted the localizer and glide slope on the ILS 28L. We were 5 to 10 knots fast at 1;000 feet and I was correcting. At approximately 600 feet we experienced a 20 knot gain in airspeed. I pulled the throttles back some; but not all the way to idle; to avoid flap 30 over speed. I was hesitant to pull them all the way back to idle in case the airspeed suddenly dropped off so I pulled the nose up slightly to bleed airspeed which put us above glide slope. We did not meet stable approach criteria at 500 feet; but I was confident in my ability to land in the situation and a third go-around was going to put us very fuel critical. It was a smooth landing at approximately 1;500 down the runway. I felt like we had to land if it could be done safely. 28L is 11;500 feet long and at this point I was only going to go-around if I became convinced that I couldn't land safely. Our rate of descent was never excessive (1;100 FPM max) and we didn't land out of the touchdown zone. We slowed and exited at high speed taxiway F5 from 28L.in hindsight; I would have preferred a better alternate; but I had no way of knowing that pit's winds would change so drastically from forecast.

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Original NASA ASRS Text

Title: B737-800 flight crew reported an unstable approach as a result of gusty winds at the end of a divert from another airport also experiencing gusty winds.

Narrative: Flight to ZZZ. We executed two missed approaches into ZZZ because of winds in excess of 50 knots at ZZZ. After the second missed approach we proceeded to the planned alternate; which was PIT. When we left ZZZ for PIT the winds on ATIS at were 240 at 20 knots gusting 34 knots. When we were approaching we received ATIS and winds were 270 at 30 knots G53 knots and gains and losses of 20 knots on final were reported. We briefed 28L visual approach and talked about all the ramifications of very gusty winds on final. We had fuel for the first approach and one very quick go around and return to PIT if absolutely necessary. We discussed using my Captain's authority to land above the 50 knots and the possibility of an unstable approach using [Company] and FAA policies and go-around procedures. We did not have the fuel to go anywhere else.We intercepted final for 28L and Tower reported the winds gusting to 44 knots and down the runway (I don't remember the exact winds; but I do know they were gusting to somewhere in the mid 40 knots). We were experiencing light and occasional moderate turbulence at this point. Tower cleared us to land on 28L. We intercepted the localizer and glide slope on the ILS 28L. We were 5 to 10 knots fast at 1;000 feet and I was correcting. At approximately 600 feet we experienced a 20 knot gain in airspeed. I pulled the throttles back some; but not all the way to idle; to avoid flap 30 over speed. I was hesitant to pull them all the way back to idle in case the airspeed suddenly dropped off so I pulled the nose up slightly to bleed airspeed which put us above glide slope. We did not meet stable approach criteria at 500 feet; but I was confident in my ability to land in the situation and a third go-around was going to put us very fuel critical. It was a smooth landing at approximately 1;500 down the runway. I felt like we had to land if it could be done safely. 28L is 11;500 feet long and at this point I was only going to go-around if I became convinced that I couldn't land safely. Our rate of descent was never excessive (1;100 FPM max) and we didn't land out of the touchdown zone. We slowed and exited at high speed taxiway F5 from 28L.In hindsight; I would have preferred a better alternate; but I had no way of knowing that PIT's winds would change so drastically from forecast.

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.