Narrative:

During climb out; I picked up ATIS for denver. The winds were strong (as we had anticipated from the forecast) and we discussed the current winds; gusts; LLWS advisory; and the microburst advisory. Since the ATIS included windshear and microburst alerts; the captain sent texts to dispatch to inquire about thunderstorm activity; as well as to express concern about the microburst. Dispatch replied that there were no thunderstorms and while the winds were gusty; there was only a crosswind component of 13 for the 16L/right runways. Dispatch later informed that the winds were picking up; but other operators were getting in. Windshear recognition; avoidance and recovery procedures were reviewed in the aom. Enroute we discussed the option to going to cos; however; the ATIS was just as poor for [the alternate] as it was for den. We received two more ATIS updates for den enroute; and the reports were not improving. Our second to last report was received around XA10 and indicated the winds to be 20027g35 during arrival. The final ATIS report was 19028g39kt. We had set-up and briefed for 16L. On the arrival; ATC informed us to expect the approach to 16L. When we were on downwind leg; another operator in front of us was cleared to land 16L; and was able to get in. We were then cleared for the visual approach for 16L. During our first attempt to shoot the approach; we had approximately 4100lbs of fuel. When on final; a tower-issued windshear alert was announced for 16L; and a go-around was initiated. The go-around procedure was uneventful; and all the proper call-outs were made. Positive transfer of the flight controls were made to allow the captain to message dispatch. We requested another attempt for the same runway. During our second approach check; there was approximately 3600lbs of fuel. We were vectored for the approach; and when on final just inside of the FAF; another windshear alert was issued; accompanied with a microburst advisory. A second go-around was initiated. At some time after leveling off; following the go-around; I attempted to retrieve an ATIS for [a second alternate]; but did not receive any info back. We discussed [the second alternate] briefly; but the distance was going be an issue. At some point; tower informed us [of another airport]; where the wind was straight down the runway; gusting to 32. We discussed landing 26 at den as an option. We continued to plan for another attempt at 16L. During our third attempt; there was approximately 3100lbs of fuel at the completion of the approach check. During the third attempt; yet another windshear alert was issued; and another go around was initiated. The option to land on 26 was discussed further. Tower said that other operators have been using this runway; and no alerts had been issued. We requested 26; and were sequenced as #2; to follow other inbound traffic. During the approach check to runway 26; there was approximately 2800lbs of fuel. The initial wind report was outside of the aircraft limitations; and we were running low of fuel. When we were on final; I noted that fuel was at 2600lbs and the last reported wind from tower was 190/30. A low fuel state was declared while on final; and we landed without incident. During the spoiler callout; I had noticed the fuel indication changed from normal illumination to amber.

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Original NASA ASRS Text

Title: Air carrier First Officer reported three windshear go-arounds during approaches to DEN Runway 16L. After declaring a low fuel alert; a successful landing was accomplished on Runway 26.

Narrative: During climb out; I picked up ATIS for Denver. The winds were strong (as we had anticipated from the forecast) and we discussed the current winds; gusts; LLWS advisory; and the microburst advisory. Since the ATIS included windshear and microburst alerts; the Captain sent texts to Dispatch to inquire about Thunderstorm activity; as well as to express concern about the microburst. Dispatch replied that there were no thunderstorms and while the winds were gusty; there was only a crosswind component of 13 for the 16L/R runways. Dispatch later informed that the winds were picking up; but other operators were getting in. Windshear recognition; avoidance and recovery procedures were reviewed in the AOM. Enroute we discussed the option to going to COS; however; the ATIS was just as poor for [the alternate] as it was for DEN. We received two more ATIS updates for DEN enroute; and the reports were not improving. Our second to last report was received around XA10 and indicated the winds to be 20027G35 during arrival. The final ATIS report was 19028G39KT. We had set-up and briefed for 16L. On the arrival; ATC informed us to expect the approach to 16L. When we were on downwind leg; another operator in front of us was cleared to land 16L; and was able to get in. We were then cleared for the visual approach for 16L. During our first attempt to shoot the approach; we had approximately 4100lbs of fuel. When on final; a tower-issued windshear alert was announced for 16L; and a go-around was initiated. The go-around procedure was uneventful; and all the proper call-outs were made. Positive transfer of the flight controls were made to allow the Captain to message Dispatch. We requested another attempt for the same runway. During our second approach check; there was approximately 3600lbs of fuel. We were vectored for the approach; and when on final just inside of the FAF; another Windshear alert was issued; accompanied with a Microburst advisory. A second go-around was initiated. At some time after leveling off; following the go-around; I attempted to retrieve an ATIS for [a second alternate]; but did not receive any info back. We discussed [the second alternate] briefly; but the distance was going be an issue. At some point; tower informed us [of another airport]; where the wind was straight down the runway; gusting to 32. We discussed landing 26 at DEN as an option. We continued to plan for another attempt at 16L. During our third attempt; there was approximately 3100lbs of fuel at the completion of the approach check. During the third attempt; yet another windshear alert was issued; and another go around was initiated. The option to land on 26 was discussed further. Tower said that other operators have been using this runway; and no alerts had been issued. We requested 26; and were sequenced as #2; to follow other inbound traffic. During the approach check to runway 26; there was approximately 2800lbs of fuel. The initial wind report was outside of the aircraft limitations; and we were running low of fuel. When we were on final; I noted that fuel was at 2600lbs and the last reported wind from tower was 190/30. A low fuel state was declared while on final; and we landed without incident. During the spoiler callout; I had noticed the fuel indication changed from normal illumination to amber.

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.