Date: 202105
Local time of day: 0601-1200
Location: ZZZZ.TRACON, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Aircraft component: Indicating and Warning - Flight & Navigation Systems
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: I was the PF (Pilot Flying) on this flight from ZZZZ1 to ZZZZ. On arrival into the ZZZZ terminal area; we were cleared direct to ZZZZZ and cleared for the ILS XXL approach. Weather at ZZZZ was reporting winds 280 at 12; few clouds at 3;000 ft.; altimeter 29.62; and no other significant weather. The initial approach was uneventful and we were fully configured and stable by about 1200 ft. AGL. At approximately 800 ft.; I turned off the autopilot and began hand flying. Then at approximately 700 ft. we received an audible wind shear warning that lasted for 3-4 seconds. This caught us both by surprise as there were no other conditions that would be associated with wind shear. There was no convective activity in the area; the weather was good; and the wind readout showed stable at 12 kts. The aircraft showed no airspeed fluctuation nor an increasing or decreasing trend vector; the thrust setting was normal; pitch attitude and vertical path were stable. During the alert; the weather radar showed a lot of red radar return that wasn't previously there; and did not correlate with what we were seeing visually out the windscreen. We both assessed the situation; and agreed that the alert was erroneous. At this point we were at about 300 ft. AGL; and the Captain told me to continue. I agreed with this assessment and decision; and continued to land normally. Not once did we receive any other indication that wind shear was present; it wasn't even 'choppy'. It was smooth all the way through landing. After reflecting on the event; I still believe that the alert we received was false. With that being said; as a crew; we probably should have discussed making a logbook entry and discussing the alert with the mechanic once we were parked at the gate in ZZZZ. Going forward if I encounter something like this again; I will handle it differently for a couple of reasons. First; the FOM does state that if a wind shear warning is received; to follow wind shear escape maneuver or to execute a normal go around. Secondly; I do not want to get into a habit of second guessing the warning systems on board the aircraft. Regardless of a suspected error; and as long as safety is not compromised; follow procedure then once at the gate; make a logbook entry for a suspected error.


Second narrative: We were operating this flight from ZZZZ1 to ZZZZ arriving approximately XA:30 UTC. Captain was PM (Pilot Monitoring) and FO (First Officer) was PF (Pilot Flying). We were set up for the ZZZZZ1 RNAV arrival for the ILS XXL. The aircraft (a B767) was empty and our landing weight was 198;100 lbs. VApp was calculated at 122 and VRef at 117. The weather was VFR. There was no convective activity; a few clouds at 3000 ft.; winds 280 at 12 reported on the field; and altimeter at 29.62. We were cleared to the fix ZZZZZ to begin the ILSZ XXL at 4000 ft. We intercepted the localizer and armed the APPCH. We continued to configure the aircraft for landing maintaining VFR conditions. With the aircraft fully configured for landing (Stabilized Approach criteria met) at approximately 700 ft. AGL we received a wind shear alert. The weather was VFR; and the winds at our altitude were showing stable at 12 knots. There was no airspeed fluctuation (including the airspeed trend line); the throttle position did not change; the thrust setting did not change; and the aircraft pitch attitude did not change. As PM; I did not elect to call 'Go Around' as the aircraft was fully stabilized; fully configured for landing and we were passing through approximately 300 ft. AGL with the PF hand-flying the aircraft. Given the situation with all of the present conditions and the state of the aircraft; I believed the alert was erroneous. I should have made a logbook write up on the EPGWS (Enhanced Ground Proximity Warning System) to check for errors. There were no reports of any wind shear activity in the area and the weather conditions were VFR. Also given the location and state the aircraft was in; I thought it would create an unnecessary 'non-normal' situation that could have potentially caused more problems than just continuing the approach and landing the aircraft. As I stated above; the aircraft exhibited no indications for us to believe that there were any type of wind shear occurrences at the present time or in the immediate time prior to landing.


Synopsis: B767 flight crew reported a false windshear warning during fully configured and stable final approach to landing.