Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Approaching in gusty wind conditions 320/19G21 RNAV/GPS [approach] in use. I was the Pilot Flying. Starting about 1;200 feet AGL; I selected auto pilot OFF. I transitioned to VASI guidance. I was receiving consistent call outs from First Officer regarding airspeed fluctuations above and below target. At about 1;100 feet AGL; amber windshear annunciated and I decided to continue the approach. At about 300 [feet] AGL; RED windshear annunciated and First Officer called out 'GO AROUND'. I said no; I want to land! The landing was very smooth with absolutely no side loads or control issues. I wanted to land because I thought the airplane was handling well and that the warnings were related to horizontal wind shifts and not vertical shifts such as micro bursts. Also there were no airport warnings issued during the approach other than a few PIREPS of plus minus changes in airspeed. First Officer was very supportive and professional during this event. After gate arrival and the door open I stepped out onto the jet bridge to greet the customers and many of them shook my hand and were grateful for arriving safely. I am willing to completely cooperate with recommendations moving forward. I felt absolutely confident that this landing would be done safely considering the conditions at the time. I regret not executing a go-around for amber windshear alerts or escape for red windshear alert and further overriding the First Officer call to go around. I have fully committed to respect these procedures moving forward despite blue sky and visibility unlimited!This event occurred because the windshear detection system annunciated due to gusty low level winds and I decided to land rather than go around.Very simple; go around any time amber windshear displays! Had I responded properly; this event would have been avoided.


Second narrative: While on approach; we received 2 windshear alerts. It was clear with winds from 320@17G27. We had briefed go around/escape procedures prior to the approach. Our Vapp speed was 150 and Vref 130. The first [alert] was a Master Caution Windshear alert at 1;100 feet AGL. We had a gain of 10 kts. The Captain was the Pilot Flying and immediately stated that he was not going around for that windshear caution. He would override the auto-throttles by bringing them to full idle; which I spoke up and mentioned that full idle wasn't a good idea [since] the engines weren't spooled and we would get behind the power curve. At 1;000 feet we were stable. I began to call out airspeed trends and advised him that we were below the glide path indicated by the runway VASI (3 reds 1 white). He corrected and was back on the glide path. At 500 feet; we were stable; on speed; sinking 800 fpm. At 300 feet; we received a Red Master Windshear Warning. I immediately called for the go around and noticed an airspeed decrease of 20 kts. The Captain replied 'NO; NO; WE ARE LANDING' At that point; I realized his mind was made up and I went back to calling out airspeed and glide path deviations (3 reds; 1 white again). I also began telling him how to correct 'Add power' etc. We landed. Upon taxiing to the gate the Captain said 'If there had been a thunderstorm; I would have gone around.' I replied 'So what if we went around once or even twice; we could have always diverted to [an alternate].' After parking the plane and while walking to catch the hotel van; the Captain asked me what I saw. I told him there was a 20kt airspeed loss and he was low. He said he was sorry; he should have gone around; but he just wanted to land and that he wouldn't ever do that again. Then he told me I did a good job on calling out deviations. A few minutes later he again apologized and said it was stupid of him and his mistake. He asked me more questions about the windshear; altitude; airspeed loss and then asked if I would be filing an ASAP. I responded 'YES.'Windshear due to gusty winds.I should have called for a go around with the first Windshear Caution at 1;100 feet and then should have told Tower we were going around to force the go around when the Captain said he wouldn't be doing a missed for the caution. I should have forced the go around with the RED Master Windshear warning by telling Tower we were going around after I called for it and was told no by the Captain. I didn't at that point by I felt he was going to land regardless; so I better call out deviations and corrections being so low to the ground. I also was taken aback by how adamant he was with telling me NO.


Synopsis: ERJ-190 flight crew reported the Captain continued the approach to a landing even after receiving multiple wind shear alerts; along with the First Officer calling for a go-around.