Date: 201511
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Cloudy; Rain; Turbulence
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was the pilot flying on a delayed flight to LGA. The weather in LGA was marginal all day with low ceilings; rain and gusty winds. The two prior flights to ours had cancelled and the two flights after us cancelled as well. Our aircraft arrived late and we spent close to an hour in the awaiting our EDCT. We held for close 40 minutes just 5 minutes shy of diverting to AVP or JFK. We were vectored for ILS 13 to LGA and were informed of PIREPs reporting speed gains and losses of up to 15 knots on final. With the speed fluctuations; I instructed the FO (pilot monitoring) to watch my speed. At 1000 feet MSL we experienced the reported speed gains and losses of 15kts a couple times. We were in IMC; it was raining heavily and the wipers were on high - cockpit noise was high. I kept the AP and AT's on as I transitioned from 'inside the cockpit' to 'outside - flying visually' as the FO called the runway -'in sight!' [At] 600-700 feet [AGL] I got visual of the runway. Prior to the '500 foot call out' we got the wind shear warning. The warning lasted just a few seconds and my speed fluctuated only 10-12kts. By the time I realized what had happened the warning went away; we were still on glide path; localizer and the speed was under control. I continued the approach and landed safely. We discussed what had happened after the flight and both agreed that I should have initiated the wind shear recovery procedure. The FO said he prompted me to initiate the recovery procedure but I didn't hear it at the time. I realized what had happened too late and it was over so quick. I never actually heard the 3 wind shear audible warnings. This was my first wind shear warning on landing; outside the simulator.Be more proactive and vigilant when it comes to wind shear events. Brief recovery procedures prior to takeoff and landing; when wind shear warnings/PIREPs exist.


Second narrative: We experienced gains and losses of 5 to 10 knots for the first portion of the approach. The Captain was overriding the autothrottles the entire time; but he was able to keep the airspeed fluctuations to a minimum. We experienced at least one loss of about 15 knots at about 1;000 feet. When we switched to the tower frequency; we were told that the preceding aircraft reported a loss of 15 knots at 500 feet. When we were about 500 feet; we experienced a momentary loss of about 12 knots. The Captain quickly brought the power up; and the airspeed immediately recovered. Moments later; and after the speed recovered; we received a windshear warning. The warning surprised both of us because it occurred after the event. Regardless; I said; 'firewall thrust; go around;' but he did not go around. At this time; I remember looking at the instrument panel; and the aircraft was on speed; established; and on glide path; it was as if nothing happened. The Captain continued the approach; and we landed without incident. After we got on the ground; we discussed what happened. We both agreed that we should have gone around; despite the fact that the airspeed recovered so quickly. The Captain told me that he thought it was a windshear caution and he should have listened to me; I told him that I needed to speak up.In training; the difference between a windshear caution and warning should be emphasized and practiced more than once during each recurrent sim session. In addition; it should be stressed that whenever any flight crewmember calls a go around; it should be immediately executed without hesitation.


Synopsis: ERJ-170 flight crew reported receiving a wind shear warning on approach to LGA but nevertheless continued to landing.