Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other After DA (Descision Altitude)
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: I was the Pilot Flying. The weather in ZZZ was deteriorating quickly. Thunderstorms; heavy rain and wind were moving towards the airport. On downwind we could see the airport through the spotty rain showers and were number 3 for the RNAV XX approach. The previous two aircraft reported light turbulence; heavy rain; negative windshear; and they broke out right at minimums. The weather radar depicted a large cell just to the south of the airport moving in quickly and one at the very end of the runway moving towards the airport. Lightning was also depicted on the weather radar. We broke out right at minimums with heavy rain on short final however the runway was visible and I continued with the remainder of the approach visually. At about 300 ft. I encountered a wind gust that caused the aircraft to go above the VASI glidepath slightly. I recovered by lowering the nose of the aircraft and also being cognizant of the increase descent rate that would occur. Even though there was heavy rain; the runway was still visible. With the heavy rain and wipers on max rate; it was difficult to hear anything else. My First Officer informed me that he heard an alert through the aircraft speakers that sounded like 'Don't Sink' but it could have been 'Sink Rate.' He wasn't sure. I glanced at the VSI and it was indicating about a 1;200 fpm descent rate. Speed was about 10 kts. Fast. I arrested our descent rate and got back on the VASI glidepath. I removed my headset from my ear to hear any further aural warnings. At about 100 ft. with a VSI of 850 FPM I also heard 'Don't Sink' in conjunction with the 100 ft. aural call. The descent rate had been stabilized and it was evident that a safe landing could be made within the Touchdown Zone. We were both quite certain there was no question that a safe landing could be made and also; if we initiated a go-around we would have gone directly into the thunderstorm at the end of the runway. I decided that the safest course of action at that given time was to land. I elected to land the aircraft rather than follow the Company requirement of initiating a go-around when a 'Don't Sink' Alert was received. The landing was uneventful. We touched down in the Landing Zone as briefed. Deceleration was smooth and as we were taxiing towards the gate the ensuing thunderstorms enveloped the field but the wait for our gate was not that long. We arrived at the gate a bit behind schedule. Company policy is quite clear on what is expected and required when encountering this; or any other EGPWS Alerts. I think our situation was a little precarious due to the weather; heavy rain; wipers and also a lack of direct communication as to what was heard. A prevention in this situation would be to not be in this situation. Hold; wait out the storm. Divert as necessary. Company aircraft send Aural Warnings through the speakers. There are some aircraft where the speaker volume is not that loud. Better planning and briefing would also be a factor in preventing this from happening.


Second narrative: I was Pilot Monitoring during RNAV XX Approach to ZZZ. Last weather report from tower was 10 miles visibility and winds 150 degrees at 23 kts. gusting to 28 kts. with no reported wind shear however it was evident visually as well as on radar that a thunderstorm was rapidly approaching the field from the south.  Because of this we were vectored north of the field and cleared the approach. We discussed the published missed approach would take us toward the incoming storm and how to mitigate the risk if we had to go missed approach. At the DA; the runway was in sight (despite a quick to develop rain shower between the FAF and DA) and would remain so throughout the landing; thus we continued the approach. However; on the descent from the DA; the gusty conditions resulted in the aircraft being above glideslope and in an effort to correct glidepath; the aural 'Sink Rate' sounded on short final; followed by a sink rate call from me. The PF (Pilot Flying) made appropriate corrections; maintaining a stable airspeed despite the gusty conditions; and landed in the Touchdown Zone without incident. The post flight report noted a max sink rate of 1;215 fpm. Although the sink rate aural caution sounded; I feel the safest action was to continue the landing considering the runway remained in sight from the DA to touchdown; airspeed remained stable and a go-around would result in flying the aircraft toward the fast moving thunderstorm enveloping the airfield.


Synopsis: Air Carrier Flight Crew reported while entering a wind gust at about 300 feet AGL during landing the aircraft's EGPWS [Enhanced Ground Proximity Waring Systems] sounded and they continued to land.