Narrative:

The captain was pilot flying (PF) for this leg. After takeoff; climb; and cruise; we were cleared for the arrival; as filed. We were subsequently issued holding instructions; due to weather conditions over and in the vicinity of the airfield. We were initially issued an expect further clearance (efc) time of 30 minutes. This was then revised to 60 minutes. After 35 minutes in holding; we were released via radar vectors to approach control. Our expected landing runway was changed; since our vectors would take us around the east side of the field. On short final; we accomplished a go-around due to a windshear alert cue. We received radar vectors for a second approach to [the] runway. We accomplished a second go-around on short final; due to a 'headwindshear' cue. Another aircrew attempting landing reported a 15 knot airspeed gain to tower. We then declared 'minimum fuel;' and declared our intentions to proceed to our alternate airport. While proceeding to [alternate]; we evaluated with our flight dispatcher whether [a secondary alternate] would be a viable option. Considering the poor weather conditions; we elected to continue; which reported more favorable weather conditions. Enroute to [diversion airport]; we [notified ATC of our urgency] since our projected fuel state at landing would be close to 12;000 pounds; based on a flight management system (FMS) routing [for an approach]. Due to calm winds; we requested vectors to one of the [runways]; to facilitate a straight-in approach and further economize our fuel. Approach was unable to grant this request; due to traffic flow. We requested vectors to intercept [the] final approach course just outside the waypoint. We reasoned this would provide a good mix of fuel economy; while providing a stable final approach leg length of 11.5 nautical miles. We accomplished a visual approach; backed up by the ILS approach guidance to [the] runway. We landed; taxied to [the] gate and shut down the aircraft. The fuel quantity on short final was over 13;000 pounds. The fuel quantity at block-in was approximately 12;200 pounds.event caused by windshear encounters on short final approach on both approach attempts; requiring missed approach and subsequent diversion to scheduled alternate..

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Original NASA ASRS Text

Title: Air carrier flight crew reported that following two go-around maneuvers due to windshear; diverting to alternate in a low fuel condition.

Narrative: The Captain was Pilot Flying (PF) for this leg. After takeoff; climb; and cruise; we were cleared for the arrival; as filed. We were subsequently issued holding instructions; due to weather conditions over and in the vicinity of the airfield. We were initially issued an expect further clearance (EFC) time of 30 minutes. This was then revised to 60 minutes. After 35 minutes in holding; we were released via radar vectors to approach control. Our expected landing runway was changed; since our vectors would take us around the east side of the field. On short final; we accomplished a go-around due to a windshear alert cue. We received radar vectors for a second approach to [the] runway. We accomplished a second go-around on short final; due to a 'headwindshear' cue. Another aircrew attempting landing reported a 15 knot airspeed gain to tower. We then declared 'minimum fuel;' and declared our intentions to proceed to our alternate airport. While proceeding to [alternate]; we evaluated with our flight dispatcher whether [a secondary alternate] would be a viable option. Considering the poor weather conditions; we elected to continue; which reported more favorable weather conditions. Enroute to [diversion airport]; we [notified ATC of our urgency] since our projected fuel state at landing would be close to 12;000 pounds; based on a flight management system (FMS) routing [for an approach]. Due to calm winds; we requested vectors to one of the [runways]; to facilitate a straight-in approach and further economize our fuel. Approach was unable to grant this request; due to traffic flow. We requested vectors to intercept [the] final approach course just outside the waypoint. We reasoned this would provide a good mix of fuel economy; while providing a stable final approach leg length of 11.5 nautical miles. We accomplished a visual approach; backed up by the ILS approach guidance to [the] runway. We landed; taxied to [the] gate and shut down the aircraft. The fuel quantity on short final was over 13;000 pounds. The fuel quantity at block-in was approximately 12;200 pounds.Event caused by windshear encounters on short final approach on both approach attempts; requiring missed approach and subsequent diversion to scheduled 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.