Narrative:

It started when we were on the grnpa one arrival and told to hold at luxor. Dispatch gave us an alternate of 2.8 to ont. We were currently around 7.7 pounds so we should have diverted then. We told ATC we wanted to divert but then they said to wait three minutes. We waited and then we received clearance and vectors for the approach. Once on approach; at about 6.5 on the gas; at about 1;000 ft we got the windshear warning and we executed a go-around. At this point; we were 5.9 on the gas. We were getting backed into a corner. We didn't have enough gas for ont; and the weather was not getting any better at the las airport. We told the controller we wanted vectors for nellis and we were approved. Everything was fine. Then ATC said nellis was closed. Approach vectored us back around for the approach. We were coming in for a flaps 30 landing. At about the same 1;000 ft point; we received a 'windshear; go around' command from the aircraft. The captain; knowing we were at 5.2 on the gas; nellis was closed; and the weather not getting any better; made the decision to use his captain's emergency authority and land the airplane. We landed the plane safely and without any damage to the aircraft.the thing learned from the situation; is that when you and the other pilot decide to divert; just do it. You have to stick to your guns. I think if we would have done that; I would not be writing this as soon as possible right now. I think the captain did the best job he could and once we were in the bad predicament; we exercised great CRM and landed safely.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 First Officer describes a low fuel situation that develops after a go around due to windshear at LAS. During the second approach a windshear warning at 1;000 FT AGL is ignored by the Captain due to the low fuel situation and a safe landing ensues.

Narrative: It started when we were on the GRNPA One Arrival and told to hold at LUXOR. Dispatch gave us an alternate of 2.8 to ONT. We were currently around 7.7 LBS so we should have diverted then. We told ATC we wanted to divert but then they said to wait three minutes. We waited and then we received clearance and vectors for the approach. Once on approach; at about 6.5 on the gas; at about 1;000 FT we got the windshear warning and we executed a go-around. At this point; we were 5.9 on the gas. We were getting backed into a corner. We didn't have enough gas for ONT; and the weather was not getting any better at the LAS airport. We told the Controller we wanted vectors for Nellis and we were approved. Everything was fine. Then ATC said Nellis was closed. Approach vectored us back around for the approach. We were coming in for a flaps 30 landing. At about the same 1;000 FT point; we received a 'Windshear; Go Around' command from the aircraft. The Captain; knowing we were at 5.2 on the gas; Nellis was closed; and the weather not getting any better; made the decision to use his Captain's emergency authority and land the airplane. We landed the plane safely and without any damage to the aircraft.The thing learned from the situation; is that when you and the other pilot decide to divert; just do it. You have to stick to your guns. I think if we would have done that; I would not be writing this ASAP right now. I think the Captain did the best job he could and once we were in the bad predicament; we exercised great CRM and landed safely.

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.