Narrative:

I was pilot flying and captain was pilot monitoring. As we were preparing for our arrival into mia; we obtained ATIS and current weather. Mia reported easterly operations with winds shifting from the west. Winds were approximately 17 KTS with gust to 22 KTS. With the winds shifting; we briefed ILS runway 30 approach. While descending for the arrival; ZMA issued us holding instructions for cyy per published holding; but with 20 mile legs. Our expect further clearance time was an hour after entering holding. We computed our fuel with regard to our alternate. We had fuel for one turn in holding and we were going to divert to our alternate. We notified dispatch of our intent to divert to mco when our fuel state dictated. After entering holding at cyy; ATC advised us we were number 3 for mia. Captain asked the controller which runway mia was utilizing. They advised runways 9 and 12. We briefed ILS runway 9. Soon after entering holding; ATC provided us vectors to the airport. We requested vectors for the ILS runway 9. ATC advised us we would be number 14 for ILS runway 9 approach; but could put us in number 3 for the GPS runway 12 approach. The GPS runway 12 approach was loaded and briefed. Soon after initiating the approach for runway 12; ATC canceled our approach clearance and vectored us back around for the GPS runway 12 approach again. Soon we were established back on the GPS runway 12 approach; we were asked if we could accept the visual for runway 8L. We could not accept that and continued on with our approach to runway 12. Approaching minimums on the approach; we thought we saw the runway but lost sight. I call for an initiated a go-around and we advised tower. As I was in the process of initiating a go-around; we received a 'too low' squawk. This was followed by a call from tower that they received an altitude alert on us. We continued on our missed approach from the published heading and altitude. While climbing to our missed approach altitude; we were assigned a heading for vectors for another approach. We requested ILS; runway 9. We were vectored to runway 9 for the ILS and landed. Note: high northerly winds during approach of approximately 30 KTS. Always during low visibility; high winds; rain and night time operations fly precision approaches when available.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 Flight Crew reported two go arounds while attempting the GPS to Runway 12 at MIA during high winds and rain. The first was initiated by ATC as the approach was commencing; and the second by the crew at minimums. A GPWS low altitude alert and an alert from the tower were received during the second go-around. Successful ILS ensued.

Narrative: I was pilot flying and Captain was pilot monitoring. As we were preparing for our arrival into MIA; we obtained ATIS and current weather. MIA reported easterly operations with winds shifting from the west. Winds were approximately 17 KTS with gust to 22 KTS. With the winds shifting; we briefed ILS Runway 30 approach. While descending for the arrival; ZMA issued us holding instructions for CYY per published holding; but with 20 mile legs. Our expect further clearance time was an hour after entering holding. We computed our fuel with regard to our alternate. We had fuel for one turn in holding and we were going to divert to our alternate. We notified Dispatch of our intent to divert to MCO when our fuel state dictated. After entering holding at CYY; ATC advised us we were number 3 for MIA. Captain asked the Controller which runway MIA was utilizing. They advised Runways 9 and 12. We briefed ILS Runway 9. Soon after entering holding; ATC provided us vectors to the airport. We requested vectors for the ILS Runway 9. ATC advised us we would be number 14 for ILS Runway 9 approach; but could put us in number 3 for the GPS Runway 12 approach. The GPS Runway 12 approach was loaded and briefed. Soon after initiating the approach for Runway 12; ATC canceled our approach clearance and vectored us back around for the GPS Runway 12 approach again. Soon we were established back on the GPS Runway 12 approach; we were asked if we could accept the visual for Runway 8L. We could not accept that and continued on with our approach to Runway 12. Approaching minimums on the approach; we thought we saw the runway but lost sight. I call for an initiated a go-around and we advised Tower. As I was in the process of initiating a go-around; we received a 'too low' squawk. This was followed by a call from Tower that they received an altitude alert on us. We continued on our missed approach from the published heading and altitude. While climbing to our missed approach altitude; we were assigned a heading for vectors for another approach. We requested ILS; Runway 9. We were vectored to Runway 9 for the ILS and landed. Note: high northerly winds during approach of approximately 30 KTS. Always during low visibility; high winds; rain and night time operations fly precision approaches when available.

Data retrieved from NASA's ASRS site as of April 2012 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.