Date: 201810
Local time of day: 1201-1800
Location: CSG.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D CSG
ATC / advisory: Tower CSG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Airport; Environment - Non Weather Related; Weather; Human Factors
Primary problem: Weather

Narrative: On our arrival into Columbus; due to ATC vectoring; we were a little behind in configuring. I started to configure about 7 miles from the airport; and was fully configured by 1;000 AGL; however; I was still fast. At 500 AGL; I was still somewhat fast although my speed was within the bug and trending good. At about 500 AGL; we encountered a wind gust that caused a loss of about 10 knots. I immediately corrected with power and then at about 400 AGL; we encountered another gust which caused a gain of 15 knots. At this point I was about 15 knots fast and started to correct. Around 100 AGL; after clearing a line of trees at the airport; we encountered yet another gust that caused another gain of about 10 knots. I was substantially fast at this point and promptly reduced to idle power. Crossing the threshold; I was still fast and somewhat high; and the aircraft began to float. We continued floating and never got much below 50 AGL; and I would estimate we were about halfway down the runway when I made the decision to go around. The runway was shortened to only 5;900 feet which contributed to my decision to go around. We were vectored back and the second approach was overall more stable until 500 AGL; where we encountered the same three wind gusts again. I was not as fast or high over the threshold but still began to float substantially. We made another decision to go around. During the third attempt; the Captain and I decided that he should attempt an approach. We briefly discussed our fuel on board and determined that we did have enough fuel for one more attempt before we would need to return to [departure airport]; since we did not have any alternate fuel. We also received an ARINC COOL caution during the third approach which we decided to disregard in favor of landing. We did encounter all three gusts again; but the Captain was expecting them and was much more aggressive with corrections and landed successfully. Upon landing; we promptly ran the QRH for ARINC COOL. The combination of gusty winds and the forest immediately before the runway caused an unusual set of wind gusts that caused an unstable approach. Additionally; the runway was shortened and we did not have much of a cushion on our landing distance required. The caution during the third approach added another layer of complexity and distraction. I should have decided to go around earlier on the first attempt; since I was substantially fast and high crossing the threshold. On the second approach I should have anticipated the gusts and been more prepared to correct for them.




Synopsis: CRJ-200 First Officer reported multiple go-arounds due to unstable approaches.