Narrative:

We departed without incident and were on our way to sea. Climb out; cruise; and descent were all-normal and had no issues. During the flight; we got the latest weather in sea and saw that it was very windy and gusty. We figured out our wind additive and briefed the descent and approach as normal. While talking to approach and tower; no one told us that there were reports of windshear nor any pilot reports of gains or losses of airspeed.just prior to passing the final approach fix; we got stall protect ice speeds; so now we had to again adjust our approach speed. After we passed the final approach fix; we heard the latest winds when we checked on with tower and received our landing clearance. We bumped up the speed a little more with some now gustier winds. We reached 1;000 feet AGL and were stable. At this point; we were getting plus and minus 10 knots of wind; which is also around where I disengaged the autopilot. Around 800 feet; we got a windshear warning (no caution) and the captain; who was pilot monitoring; immediately called for a go-around. I hit the toga buttons; disengaged the autothrottles; and moved the throttles to the max position; pitched up to the windshear guidance and we kept our configuration in the climb. Captain called ATC to let them know we were going around for windshear and they told us; 'roger fly heading 195 climb and maintain 2;000'.the climb out was extremely turbulent and I was focusing heavily on aircraft control. I turned to the heading and the altitude came very fast. Around 2000 feet the captain said 'positive rate; gear up' and I repeated the command; then called for flaps 2 right after as well as a speed increase to 200. I went through 2;000 feet and hit 2;250ish. I initiated a descent to get back to 2;000 feet and very quickly; the speed started to rapidly increase as we again were encountering windshear as well as severe turbulence. Realizing we were getting close to over speeding the flaps; I began to climb in an effort to reduce speed. It did not work and we ended up hitting 220 knots for about 10 seconds. During the climb; we told ATC of our need to climb and they gave us 4;000 feet. Passing 3;000 feet; I called for the autopilot and autothrottles to be turned back on. Once we leveled off at 4;000 feet; we both talked about whether or not we attempt another approach into sea. The captain began mentioning fuel and determined we had more than enough to try again and still have enough fuel to reach our alternate with a go-around there as well. As no one had warned us of any windshear or any reports of pilots encountering gains or losses; it was obvious how rapidly the conditions were changing. No other airplanes were going around in sea so we decided it would be safe to try one more time before diverting. We set up for the ILS 16R; and briefed it all again. We completed our climb; descent; and approach checks.we were vectored onto the ILS and landed without any more incident. Looking back on the flight after we landed; I realized that when I had gone through the 2;000 feet and began a descent back to it; I was too focused on that rather than the increasing speed and did not react quick enough. This is where we again encountered windshear and now severe turbulence. I should have immediately changed my pitch attitude in an effort to reduce airspeed; which I did not do quick enough. During the entire go-around I felt extremely task saturated. A lot happened very quickly. Also looking back I think that it would have been best to give more thought to possibly diverting; but again our focus turned to our fuel and we thought we should try one more approach before diverting; especially not wanting to fly for any longer than we needed having just over-sped the flaps and them possibly being damaged.

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Original NASA ASRS Text

Title: Air carrier flight crew reported experiencing windshear on final approach; and a subsequent go-around.

Narrative: We departed without incident and were on our way to SEA. Climb out; cruise; and descent were all-normal and had no issues. During the flight; we got the latest weather in SEA and saw that it was very windy and gusty. We figured out our wind additive and briefed the descent and approach as normal. While talking to approach and tower; no one told us that there were reports of windshear nor any pilot reports of gains or losses of airspeed.Just prior to passing the final approach fix; we got Stall Protect Ice Speeds; so now we had to again adjust our approach speed. After we passed the final approach fix; we heard the latest winds when we checked on with tower and received our landing clearance. We bumped up the speed a little more with some now gustier winds. We reached 1;000 feet AGL and were stable. At this point; we were getting plus and minus 10 knots of wind; which is also around where I disengaged the autopilot. Around 800 feet; we got a windshear warning (no caution) and the Captain; who was Pilot Monitoring; immediately called for a go-around. I hit the TOGA buttons; disengaged the autothrottles; and moved the throttles to the max position; pitched up to the windshear guidance and we kept our configuration in the climb. Captain called ATC to let them know we were going around for windshear and they told us; 'Roger fly heading 195 climb and maintain 2;000'.The climb out was extremely turbulent and I was focusing heavily on aircraft control. I turned to the heading and the altitude came very fast. Around 2000 feet the captain said 'Positive rate; gear up' and I repeated the command; then called for flaps 2 right after as well as a speed increase to 200. I went through 2;000 feet and hit 2;250ish. I initiated a descent to get back to 2;000 feet and very quickly; the speed started to rapidly increase as we again were encountering windshear as well as severe turbulence. Realizing we were getting close to over speeding the flaps; I began to climb in an effort to reduce speed. It did not work and we ended up hitting 220 knots for about 10 seconds. During the climb; we told ATC of our need to climb and they gave us 4;000 feet. Passing 3;000 feet; I called for the autopilot and autothrottles to be turned back on. Once we leveled off at 4;000 feet; we both talked about whether or not we attempt another approach into SEA. The Captain began mentioning fuel and determined we had more than enough to try again and still have enough fuel to reach our alternate with a go-around there as well. As no one had warned us of any windshear or any reports of pilots encountering gains or losses; it was obvious how rapidly the conditions were changing. No other airplanes were going around in SEA so we decided it would be safe to try one more time before diverting. We set up for the ILS 16R; and briefed it all again. We completed our climb; descent; and approach checks.We were vectored onto the ILS and landed without any more incident. Looking back on the flight after we landed; I realized that when I had gone through the 2;000 feet and began a descent back to it; I was too focused on that rather than the increasing speed and did not react quick enough. This is where we again encountered windshear and now severe turbulence. I should have immediately changed my pitch attitude in an effort to reduce airspeed; which I did not do quick enough. During the entire go-around I felt extremely task saturated. A lot happened very quickly. Also looking back I think that it would have been best to give more thought to possibly diverting; but again our focus turned to our fuel and we thought we should try one more approach before diverting; especially not wanting to fly for any longer than we needed having just over-sped the flaps and them possibly being damaged.

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.