Date: 201902
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: B737 Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Landing
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: [I was] the Pilot Flying the ILS 4R into Newark the aircraft encountered turbulence and wind shear on short final. The winds encountered ranged from 310 to 330 at around 15 gusting to 25. I had input a 10 knot gust correction into the landing page and target speed was 153. I was stable at 500 feet for the conditions while fighting the gusts and turbulence and kicked off the autothrottles as they were having trouble keeping up.As I was making continuous inputs to counteract the gusts and turbulence into the flare; I had drifted slightly right of centerline track and was correcting back. As I came over the threshold and was about to start adding the crosswind controls and flare inputs; I noticed a rapid increase in airspeed from 7 to 10 knots due to a gust. I decided to pull the power starting an earlier than normal power reduction to compensate as I heard the 30 feet call from the radio altimeter. As I moved the throttles quickly to idle in hopes of catching the airspeed to touchdown; it rapidly bled off as I was establishing my landing picture.A very firm touchdown and bounce resulted. The bounce surprised me as I didn't expect it but I immediately advanced the throttles and called for a go around. The airplane remained in a normal touchdown attitude and did not sink back to the runway as I started the go around procedure. As I was immediately advancing the throttles to GA setting I missed hitting the TOGA switch thinking I had done it. The configuration and calls were made subsequently with Tower giving us a right turn out to 060 and climb initially to 2;500. Since the TOGA button wasn't activated the FD was giving erroneous commands from the previous approach mode so it took me a bit to disregard the bad info and transition to raw data.The Captain was busy following up on the go-around and configuration while responding to the climb out instructions from the Tower. As the MCP and FDs were not responding as expected he was likewise caught off guard. I managed to get to the 060 heading and keep a safe and controlled altitude and climb out going but my turn to 060 was definitely delayed and not as smooth and expeditious as I would have liked. The Captain was wondering the same thing I was why the MCP was not responding as expected but he turned the FDs off and back on which restored the desired commands. We cleaned the aircraft up and were given subsequent turns to 020 and 290 and climbs to 4;000 and 5;000 for vectors back around.The Captain flew the ensuing approach and landing which were uneventful. After landing a deadheading FA (Flight Attendant) told us the landing had jarred his neck a bit. The other flight attendants said they were ok; but we found out later they had gone to the clinic for a check and were checked out with no injuries. No passenger injuries were mentioned to us. The Captain wrote up the bounced landing and Maintenance checked the plane over. No indications of a hard landing requiring further inspections or tail strike were found. As we were scheduled to fly the same jet for the next leg we preflighted it and flew our next leg uneventfully.


Second narrative: I was the Captain on [the] flight to EWR. The First Officer was the Pilot Flying. The weather at EWR was reporting few clouds with unrestricted visibility. The winds were around 310 at 20 gust to close to 30 knots. The runway in use was the ILS 4R. This was pretty much a direct crosswind. The target speed for landing was around 153 kts. This was a 10 knot add for the gust factor.On the approach we experienced light turbulence with occasional moderate chop. We were also getting airspeed fluctuations of +/- 10 kts; which is what previous aircraft were reporting. At one point early in the approach Tower reported a 15 knot wind shear alert; however the aircraft in front of us then reported they received no more than +/- 10kts.At 500 ft. RA the aircraft was within the stabilized approach criteria. As the First Officer was in the flare; I believe we experienced mechanical low level wind shear. This caused the airspeed to decrease and an increase in sink rate just as the aircraft was about to touchdown. The aircraft touched down firmly on the main gear and bounced back into the air. The First Officer then immediately applied go around thrust and accomplished a go-around. Shortly after I informed Tower we were going around.On the go around the First Officer inadvertently missed pushing the TOGA button. Possibly because of he may have been startled from the bounced landing. As a result the aircraft initially stayed in the approach mode and was not tracking the right turn required by the missed approach procedure. Tower then gave us a right turn heading 060 to fly. I then turned the flight directors off then back on. Then gave him heading select and level change so he would have correct guidance. As a result we may have initially deviated past the required missed approach course.After the go-around I made a passenger announcement and explained to the passengers and flight attendants what had occurred. I then decided; due to the conditions we had experienced; that it was best if I flew the approach and landing. We still received some airspeed fluctuations on the second approach; but did not experience the low level wind shear we had earlier. The landing was then uneventful.On taxi in; a Flight Attendant called the flight deck. She told us that a jumpseating Flight Attendant may have injured their back or neck on the bounced landing. I then asked her if we needed to call for medical attention. She then asked the jumpseater and they no; not at this time. I then called Maintenance and made an aircraft write up for the firm bounced landing.Later; I received word that all of the flight attendants had gone and were checked out by medical. From what I was told; all checked out alright.


Synopsis: B737 flight crew reported executing a go-around after a bounced landing due to a low level windshear during landing flare.