Narrative:

When we got to ZZZ; we shot the RNAV approach since there was not an ILS and went missed approach twice before diverting to ZZZ1 for fuel. When we arrived at ZZZ1; we waited approximately 2 hours for the weather to improve. We were dispatched under exemption 3585 to try to get to ZZZ. The captain and I discussed how we would go to ZZZ2 if we couldn't get into ZZZ. When we departed ZZZ1 the weather in ZZZ was reporting 600 overcast and 3 miles visibility. When we arrived it was 2 1/2 miles visibility with 600 overcast. The weather in ZZZ2 was the same. I felt comfortable knowing that we could get into ZZZ2 on an ILS if a diversion was necessary. On the descent we talked about how on the radar we saw a cell right over the approach end of the runway. We discussed how we would do one attempt and then divert to do an ILS approach into ZZZ2. At ZZZ we shot the RNAV approach. At minimums we could not see the approach lights or the runway and I stated; 'missed approach' for the third time today at ZZZ. The captain hit the toga button on the thrust levers but continued the approach using the trs button to override the automation and then turned off the automation to land once he saw runway. While the captain was overriding the thrust levers; the yellow master caution went off for the thrust levers not being in toga. After shutdown in ZZZ; the captain tried to tell me that our altimeters didn't match. I explained that our company 'has a proactive go around policy. When we don't see the runway at minimums; we must go missed. I called missed and you continued.' this report is accurate to the best of my recollection.

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Original NASA ASRS Text

Title: EMB175 First Officer reported the Captain continued an approach and landed even though the weather was below approach minimums.

Narrative: When we got to ZZZ; we shot the RNAV Approach since there was not an ILS and went missed approach twice before diverting to ZZZ1 for fuel. When we arrived at ZZZ1; we waited approximately 2 hours for the weather to improve. We were dispatched under exemption 3585 to try to get to ZZZ. The Captain and I discussed how we would go to ZZZ2 if we couldn't get into ZZZ. When we departed ZZZ1 the weather in ZZZ was reporting 600 overcast and 3 miles visibility. When we arrived it was 2 1/2 miles visibility with 600 overcast. The weather in ZZZ2 was the same. I felt comfortable knowing that we could get into ZZZ2 on an ILS if a diversion was necessary. On the descent we talked about how on the radar we saw a cell right over the approach end of the runway. We discussed how we would do one attempt and then divert to do an ILS approach into ZZZ2. At ZZZ we shot the RNAV Approach. At minimums we could not see the approach lights or the runway and I stated; 'Missed approach' for the third time today at ZZZ. The Captain hit the TOGA button on the thrust levers but continued the approach using the TRS button to override the automation and then turned off the automation to land once he saw runway. While the Captain was overriding the thrust levers; the Yellow Master Caution went off for the thrust levers not being in TOGA. After shutdown in ZZZ; the Captain tried to tell me that our altimeters didn't match. I explained that our company 'has a proactive go around policy. When we don't see the runway at minimums; we must go missed. I called missed and you continued.' This report is accurate to the best of my recollection.

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.