Narrative:

A large weather system was moving across the northeast as a very warm air mass for january was being rapidly pushed out by a cold front; bringing widespread windy surface conditions and a strong low-level shear across PA-nj-ny-ct-ma. These conditions were forecast to prevail until [the evening]. As we approached; ZZZ ATC advised that a 737 had reported windshear and 20 knot loss of airspeed 30minutes earlier; and that there was additional heavy to severe precipitation moving across the field and approach path. We elected to hold for a few minutes until there was a better weather report. At this time the winds at the field were approximate 180 at 25g36 using runway 24; ceilings were reported 300 overcast. Runways are wet; winds at 2;000 feet were 210 at 87.approaching 500 feet stable call; crew decided to execute go-around. Egpws windshear warning.cause: the approach flown was ILS 24 into ZZZ; flaps 45 was used due to inadequate landing distance on a wet runway for flaps 22. Severe to occasional extreme turbulence was encountered below 2;000 feet due to windshear. At approximately 600 feet on approach; we began to execute a go-around for inability to remain in a stable configuration on approach. Simultaneously the egpws activated for the windshear warning. A windshear escape maneuver was performed. The airspeed limitation for flaps 45 was temporarily exceeded (160 knot for 10 seconds). The windshear was so severe that altitude deviation on the approach was unavoidable; ATC issued a low altitude warning after we had already accomplished the escape maneuver. I recall seeing 380 ft. On the radio altimeter; which for the distance from the runway triggered the low altitude alarm from ATC; we must have been well below glideslope during the recovery.response: we executed windshear escape maneuver. Elected to divert to ZZZ1 after ATC reported a 47 knot wind and conditions not improving.suggestions: the wind conditions were just barely inside of demonstrated crosswind components; but this is an example showing that a number of compounding conditions (ceiling 100 feet above mins; windshear between 2;000 and surface; approach speed for flaps 45 at operational limit) while not outside of limits can result in an aircraft being legally dispatched into a dangerous situation. Checking a flight-tracking website of the same route showed that a previous crew had diverted due to conditions at ZZZ. Weather conditions at the time of our approach were forecasted to be the same or worse. This was something dispatch could have communicated to crews this day until the weather was forecast to improve.

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Original NASA ASRS Text

Title: EMB-145 First Officer reported executing a go-around and diverting to an alternate following an unstable approach and an EGPWS windshear warning.

Narrative: A large weather system was moving across the Northeast as a very warm air mass for January was being rapidly pushed out by a cold front; bringing widespread windy surface conditions and a strong low-level shear across PA-NJ-NY-CT-MA. These conditions were forecast to prevail until [the evening]. As we approached; ZZZ ATC advised that a 737 had reported windshear and 20 knot loss of airspeed 30minutes earlier; and that there was additional heavy to severe precipitation moving across the field and approach path. We elected to hold for a few minutes until there was a better weather report. At this time the winds at the field were approximate 180 at 25G36 using Runway 24; ceilings were reported 300 Overcast. Runways are wet; winds at 2;000 feet were 210 at 87.Approaching 500 feet stable call; crew decided to execute Go-Around. EGPWS Windshear Warning.Cause: The approach flown was ILS 24 into ZZZ; flaps 45 was used due to inadequate landing distance on a wet runway for flaps 22. Severe to occasional extreme turbulence was encountered below 2;000 feet due to windshear. At approximately 600 feet on approach; we began to execute a Go-Around for inability to remain in a stable configuration on approach. Simultaneously the EGPWS activated for the Windshear warning. A Windshear escape maneuver was performed. The airspeed limitation for flaps 45 was temporarily exceeded (160 knot for 10 seconds). The windshear was so severe that altitude deviation on the approach was unavoidable; ATC issued a low altitude warning after we had already accomplished the escape maneuver. I recall seeing 380 ft. on the Radio Altimeter; which for the distance from the runway triggered the Low Altitude alarm from ATC; we must have been well below Glideslope during the recovery.Response: We executed Windshear escape maneuver. Elected to divert to ZZZ1 after ATC reported a 47 knot wind and conditions not improving.Suggestions: The wind conditions were just barely inside of demonstrated crosswind components; but this is an example showing that a number of compounding conditions (Ceiling 100 feet above mins; windshear between 2;000 and surface; approach speed for flaps 45 at Operational Limit) while not outside of limits can result in an aircraft being legally dispatched into a dangerous situation. Checking a flight-tracking website of the same route showed that a previous crew had diverted due to conditions at ZZZ. Weather conditions at the time of our approach were forecasted to be the same or worse. This was something Dispatch could have communicated to crews this day until the weather was forecast to improve.

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.