Narrative:

30 minutes out ewr we received a message from dispatch advising us of some weather that was moving into ewr some time at or after our time of arrival. We continued on and the first officer (first officer) went on to shoot the ILS 22L. All was normal up until around 500ft AGL. I realized the first officer had the thrust levers at idle; the speed was increasing well beyond approach speed; and then we received the windshear caution. I called for the go-around; which we initiated and advised ATC. We were given a heading and altitude and complied while following the go-around procedures as close to SOP as possible. We advised dispatch of the go-around and decided to attempt another approach. Once leveled off and on speed; I took the controls from the first officer (the navigation source stayed on his side) and proceeded to be revectored and shoot the ILS 22L. This time around; I overrode the auto throttles and hand flew the approach. Upon having the runway in sight we did receive the glideslope alert but I decided to continue to land since I was in positive control of the aircraft and another go-around would have meant us declaring a potential fuel emergency along with climbing back into the inclement weather and turbulence. I did get 3 red and one white on the PAPI's during this alert but corrected immediately. On final we did reach min fuel but did not declare because we were cleared to land and were fairly low on the approach. Had another go-around been initiated I would've immediately declared min fuel. Main reasons behind me writing this report are due to the go around on the approach that would've been unstable had we continued due to windshear; the glideslope alert we received once we had the runway in sight and I was in positive control of the aircraft; and the fact we landed with min fuel. As a recent upgrade; I am being extra cautious and believe I made the right decisions in taking the controls and shooting the approach myself. After landing I talked to dispatch and was told that the conditions in the surrounding airport would've been difficult to land due to the snow squall line reducing the visibility and ceilings. For future flights; I will pay closer attention to weather systems because this line of snow just appeared out of nowhere. We did not need an alternate at the time we were dispatched and taking off we were limited with the amount of fuel we could carry. I have been continually following company procedure in order to conserve. For instance in ZZZ we were issued a wheels up for ewr. I held off engine start as close to the wheels up time as possible in order to ensure we had enough fuel in case something were to happen and it worked out.

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Original NASA ASRS Text

Title: Embraer flight crew reported executing a go-around after experiencing windshear on initial approach during a snow squall at EWR.

Narrative: 30 minutes out EWR we received a message from dispatch advising us of some weather that was moving into EWR some time at or after our time of arrival. We continued on and the First Officer (FO) went on to shoot the ILS 22L. All was normal up until around 500ft AGL. I realized the FO had the thrust levers at idle; the speed was increasing well beyond approach speed; and then we received the windshear caution. I called for the go-around; which we initiated and advised ATC. We were given a heading and altitude and complied while following the go-around procedures as close to SOP as possible. We advised dispatch of the go-around and decided to attempt another approach. Once leveled off and on speed; I took the controls from the First Officer (the NAV source stayed on his side) and proceeded to be revectored and shoot the ILS 22L. This time around; I overrode the auto throttles and hand flew the approach. Upon having the runway in sight we did receive the glideslope alert but I decided to continue to land since I was in positive control of the aircraft and another go-around would have meant us declaring a potential fuel emergency along with climbing back into the inclement weather and turbulence. I did get 3 red and one white on the PAPI's during this alert but corrected immediately. On final we did reach min fuel but did not declare because we were cleared to land and were fairly low on the approach. Had another go-around been initiated I would've immediately declared min fuel. Main reasons behind me writing this report are due to the go around on the approach that would've been unstable had we continued due to windshear; the glideslope alert we received once we had the runway in sight and I was in positive control of the aircraft; and the fact we landed with min fuel. As a recent upgrade; I am being extra cautious and believe I made the right decisions in taking the controls and shooting the approach myself. After landing I talked to dispatch and was told that the conditions in the surrounding airport would've been difficult to land due to the snow squall line reducing the visibility and ceilings. For future flights; I will pay closer attention to weather systems because this line of snow just appeared out of nowhere. We did not need an Alternate at the time we were dispatched and taking off we were limited with the amount of fuel we could carry. I have been continually following company procedure in order to conserve. For instance in ZZZ we were issued a wheels up for EWR. I held off engine start as close to the wheels up time as possible in order to ensure we had enough fuel in case something were to happen and it worked out.

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.