Date: 201703
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class B LAS
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Diverted; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Weather

Narrative: I was working a flight to LAS. I was the flying pilot. The flight was dispatched without an alternate as one was not required. TAFs predicted wind gusts in the low 30 knot range. We were given 1100 hold fuel.The flight was proceeding without issue and the latest METAR reported gusts to 35 knots. The winds were nearly aligned with runway 25L. We were expecting this runway for landing. Once we began out descent on the KEPEC STAR we began to experience continuous moderate turbulence with occasional bursts of MOD-SEV. Unpleasant; but not unusual for mountainous airports. We were also experiencing significant shifts in wind; especially as we descended below the Front Range around the red rock area. On downwind; we received a current wind report of approximately 48 knot gusts; nearly aligned with the runway. At this point we decided it was safe to continue the approach as the wind did not exceed aircraft limitations. On approach to 25L configuring the aircraft was challenging; though not impossible. We were able to achieve a stabilized approach by 1000 feet.On descent below 1000 feet; wind shifts became increasingly significant. At one time; I was utilizing a near 30 degree crab for cross-wind to the left only to have it soon dissipate and come from the right. Airspeed became increasingly more challenging to maintain; even with significant over-ride inputs to the auto-throttles. At around 200 feet airspeed; glide path; and descent rate became impossible to maintain; the approach became unstable; and I initiated a go-around. On our climb out; I overheard several other aircraft initiating go-arounds for wind shear from various runways. We even overheard a 737 who was beginning their third attempt- a dangerous; unsafe situation to place yourself in. In my opinion; LAS had become unsuitable.At this point a decision had to be made. We were not dispatched with an alternate; but did have some extra fuel. The closest suitable airport was ZZZ. We ran the numbers in the FMS and calculated 2800 LBS on touchdown. Subtract an additional 500 LBS for approach and potential en-route deviations and you end up with 2300 LBS. Below reserve fuel; but certainly not unsafe. The First Officer (FO) and I discussed the options and determined a diversion to ZZZ would be the safest course of action. This decision was solidified given other aircraft had made several landing attempts without success and my confidence another landing attempt would also result in failure. Given our fuel situation; one more attempt would eliminate our chances of diverting. The FO notified ATC of our intentions and I informed the flight attendants; passengers; and dispatch of our situation and we continued to ZZZ. We experienced continuous moderate turbulence for the entire flight with bursts of MOD-SEV; especially as we descended through the mountain pass near the ZZZ1 area. On our descent; we were told to maintain 210 knots. A significant wind shift again occurred and I was forced to override the auto throttles to prevent a low-speed situation. In doing this; I accidentally advanced the throttles into the MAX detent. I immediately returned them. This was not intentional and was an error in my part. We began to receive some vectors in the terminal area. Given our fuel supply; we advised ATC of a min fuel situation per Flight Operations Manual requirements. This was prudent as we did not want to be given further delays. ATC agreed.We landed in ZZZ without issue and with approximately 2300 LBS remaining. We taxied to the gate and deplaned to wait for Maintenance to clear the MAX thrust application. We then boarded and continued to LAS with revenue PAX onboard in the evening after the high winds subsided. We incurred a delay; but completed both flights. Ultimately; I am glad we made the decision we did. Several aircraft in the LAS area followed suit. Given the circumstances; it was certainly the safest course of action.




Synopsis: Air Carrier Captain reported that extreme winds at LAS created unsafe landing conditions. The flight diverted to a nearby airport with more safe conditions and landed normally.