Narrative:

The flight started normally. My first officer (first officer) and I discussed the weather surrounding cos before and during the flight. Noticeable virga was on the approach end about 10 miles north of 17L. The airport was not reporting windshear or wind gusts on the last ATIS. A flaps 45 landing was used on the first approach. A red windshear appeared and we executed a go-around. I am not sure; but we may have gone over 200 kts during the go-around in class C. The weather was still VFR for cos and the storms were moving away from the airport. The weather had thunderstorm activity between cos and our filed alternate. A quick discussion of our options resulted in another attempt to land at cos. On the second approach; we used a flaps 22 landing. Another red windshear appeared and we once again executed another go-around. Our best option still appeared to be another attempt to land at cos; but on the third attempt I flew the approach. For the third time; we got another windshear warning that quickly went away along with a soft 'sink rate; sink rate'.with the fuel running low; a flight to den would have put us in a min fuel status and there was weather that would require additional vectors off course. On all three approaches; the windshear felt minimal and I did not expect to get a windshear message with the storms at its distance away from the field. Although we were told the storms were moving away from the field; I did not want to risk having the storm change directions and further limit our options. Also; the windshear message went away and I adjusted the aircraft to not allow another sink rate aural message. After quickly reviewing our options; we agreed to continue the approach and land in the interest of safety. The aircraft was fully configured above 1000 AGL and no aircraft limitations were exceeded; although I was fast on the approach. The threats included windshear; thunderstorms in the vicinity; thunderstorms enroute to our filed alternate; thunderstorms approaching our filed alternate; a high workload environment; and a steadily decreasing amount of fuel.

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Original NASA ASRS Text

Title: Flight crew reported windshear warnings while attempting to land at the COS airport that resulted in two missed approaches. A third attempt was attempted in lieu of a diversion; and a successful landing was accomplished.

Narrative: The flight started normally. My First Officer (FO) and I discussed the weather surrounding COS before and during the flight. Noticeable virga was on the approach end about 10 miles north of 17L. The airport was not reporting windshear or wind gusts on the last ATIS. A flaps 45 landing was used on the first approach. A red windshear appeared and we executed a go-around. I am not sure; but we may have gone over 200 kts during the go-around in Class C. The weather was still VFR for COS and the storms were moving away from the airport. The weather had thunderstorm activity between COS and our filed alternate. A quick discussion of our options resulted in another attempt to land at COS. On the second approach; we used a flaps 22 landing. Another red windshear appeared and we once again executed another go-around. Our best option still appeared to be another attempt to land at COS; but on the third attempt I flew the approach. For the third time; we got another windshear warning that quickly went away along with a soft 'sink rate; sink rate'.With the fuel running low; a flight to DEN would have put us in a min fuel status and there was weather that would require additional vectors off course. On all three approaches; the windshear felt minimal and I did not expect to get a windshear message with the storms at its distance away from the field. Although we were told the storms were moving away from the field; I did not want to risk having the storm change directions and further limit our options. Also; the windshear message went away and I adjusted the aircraft to not allow another sink rate aural message. After quickly reviewing our options; we agreed to continue the approach and land in the interest of safety. The aircraft was fully configured above 1000 AGL and no aircraft limitations were exceeded; although I was fast on the approach. The threats included windshear; thunderstorms in the vicinity; thunderstorms enroute to our filed alternate; thunderstorms approaching our filed alternate; a high workload environment; and a steadily decreasing amount of fuel.

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.